UC-NRLF 


B    3    113    255 


STOWAGE  '  

^H/Vl^gERQIJllcSRGO 

BY  HARRY  K:'bARR 


STOWAGE 
AND    DANGEROUS 

CARGO 


BY 

HARRY   K.    BARR 

l\ 
AUTHOR  OF 
'CUBICAL  STOWAGE,"  "TREATISE  ON  THE  STOWAGE  OF 
CHEMICALS,"  "ESSENTIAL  OILS."  "SEEDS,"  ETC. 


LONDON 
GEORGE    PHILIP    &    SON,    LIMITED 
32    FLEET    STREET,    E.C.  4 


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PREFACE 

FOR  a  number  of  years,  I  have  supplied  to  vari- 
ous shipping  interests,  of  this  and  other  cities, 
information  as  to  the  cubical  stowage  of  various 
articles;  the  properties  of  chemical  products  from  the 
point  of  view  of  their  possible  danger  in  transport; 
packing  and  marking;  legal  status  of  shippers  and 
steamship  companies  on  stowage,  and  other  questions. 
In  the  course  of  this  almost  daily  experience,  it  has 
become  evident  to  me  that  many  errors  and  misappre- 
hensions exist  and  that  great  need  is  felt  for  a  book 
at  once  technical  and  popular,  which  can  be  consulted 
by  those  interested  in  the  subject.  For  this  reason, 
I  have  decided  to  present  in  this  volume  the  fruits  of 
my  experience,  together  with  data  that  I  have  been 
able  to  collect  from  various  sources. 

As  in  the  case  with  all  articles,  especially  where 
figures  and  instructions  pertaining  to  the  subject  are 
many,  there  is  bound  to  be  some  objection  made  that 
I  am  placing  obstacles  in  the  way  of  many  useful  and 
necessary  business  transactions.  I  wish  to  deny  this. 
Accustomed  to  regard  commerce  as  one  of  the  prin- 
cipal branches  of  our  business  life,  I  yield  to  no  one 
in  my  belief  that  all  merchandise  must  be  regarded  as 
a  subject  of  transport.  But,  side  by  side  with  this 
right,  there  exists  the  urgent  necessity  of  so  regulating 
this  transport  as  to  avoid  accidents.  Also  that  it  is 
of  the  utmost  necessity  for  those  loading  vessels  to 
know  the  exact  stowage  of  the  merchandise  handled, 
and,  for  shippers,  the  proper  methods  of  packing. 

I  shall  consider  myself  fortunate  if,  in  however  small 
a  Wav,  I  assist  in  the  attainment  of  this  end. 

The  Author. 
New  York. 


CONTENTS 


Chapter  I. — Cubical  Stowage 7 

Cubic  feet  per  ton  of  2240  lbs.  of  hundreds  of  ma- 
terials and  commodities,  arranged  alphabetically 
by  name. 

Chapter  II. — Coal 21 

Ventilation;  methods  of  loading  and  stowing;  re- 
sponsibility of  ship  owners. 

Chapter  III. — Cattle 25 

U.  S.  Government  regulations  on  inspection,  hu- 
mane handling  and  safe  transport  of  animals. 

Chapter  IV. — Grain 51 

Capacity  of  vessels ;  weights  and  cubical  stowage 
of  various  grains;  regulation  of  N.  Y.  Produce 
Exchange  on  carriage  of  grain;  rules  of  N.  Y. 
Board  of  Underwriters,  of  National  Marine  Under- 
writers of  N.  Y.,  of  New  Orleans  Board  of  Under- 
writers, of  Mobile  Board  of  Underwriters,  of 
Wheat  Tariff  Assn.  of  San  Francisco;  rules  and 
by-laws  of  Port  Warden  of   Montreal. 

Chapter  V. — General  Merchandise    ....     79 

Weights,  cubical  stowage  and  physical  characteris- 
tics of  the  more  common  commodities  of  commerce; 
protection  of  vessel  against  effects  of  same. 

Chapter  VI. — Dangerous     and     Hazardous 

Cargoes 91 

Definitions  and  classifications;  physical  charac- 
teristics and  possible  effects  upon  mixed  ship- 
ments; alphabetical  list,  with  classification  as 
hazards,  of  hundreds   of   articles. 

Chapter  VII. — Specific  Gravity 153 

The  relation  of  weight  of  hundreds  of  articles  of 
merchandise  compared  with  equal  volumes  of 
water. 

Chapter  VIII. — Conversion  Tables    .     .     .     .165 

Pounds  avoirdupois  into  kilograms,  and  kilograms 
into  pounds  avoirdupois. 


INTRODUCTION 

DURIXG  the  past  year  an  increasing  number  of 
inquiries  have  come  to  the  author  for  information 
as  to  the  number  of  cubic  feet  this  or  that  article 
of  merchandise  would  stow  in,  and  also  as  to  the  possible 
dangers  arising  from  the  shipment  of  various  articles. 
These  inquiries  have  come  from  steamship  companies, 
stevedores,  exporters,  ship-brokers,  insurance  compa- 
nies and  others. 

Owing  to  the  fact  that  there  is  such  a  wide  variety  of 
articles  being  shipped  and  the  difference  in  their  stow- 
age, and  that  from  1904.  to  1914  over  372  vessels  were 
totally  destroyed,  and  more  than  3,548  partially  de- 
stroyed, because  of  merchandise  improperly  stowed  or 
improperly  placed  owning  to  their  dangerous  character, 
it  is  highly  desirable  that  proper  steps  be  taken  to 
facilitate  the  stowing  of  various  articles  and  the  proper 
placing  of  others  so  as  to  reduce  this  great  destruction 
and  to  open  a  way  whereby  the  interests  concerned 
may  improve  the  conditions  prevailing  at  present. 

As  far  as  the  author  knows,  or  has  been  able  to 
ascertain,  there  is  no  literature  on  this  subject,  unless 
there  may  possibly  be  some  publication  in  a  foreign 
language  which  has  no  circulation  or  authority  here. 

In  the  following  pages  is  given  the  stowage  of  a 
long  list  of  articles  on  the  basis  of  2,240  lbs.  and  the 
number  of  cubic  feet  that  weight  will  stow  in.  There 
is  also  given  a  complete  list  of  dangerous  and  hazard- 
ous cargo,  with  chapters  on  the  carriage  of  cattle, 
grain  and  other  commodities. 

Heretofore  the  information  which  is  given  in  this 
volume  has  been  sought  in  encyclopedias  of  one  kind 


INTRODUCTION 


or  another  but  practically  the  only  information  these 
afford  is  of  an  interesting  and  technical  character  not 
related  to  the  information  sought  for.  The  result 
being  that  such  information  as  is  obtained  may  be  mis- 
leading in  that  while  it  classifies  the  merchandise  under 
consideration  it  does  not  detail  at  all  the  properties 
that  tend  to  make  that  merchandise  dangerous  under 
given  circumstances.  For  example,  no  indication  will 
be  found  in  encyclopedias  that  substances  like  ether 
or  collodion  are  dangerous  and  should  be  carefully 
guarded  when  shipped  by  boat. 

The  publication  best  known  to  the  commercial  world 
is  probably  the  B.  E.  Pamphlet  No.  7,  issued  in  1914 
b)^  the  United  States  Bureau  of  Explosives.  This 
Pamphlet  contains  much  interesting  information  but 
is  neither  complete  nor  up-to-date.  It  pertains  princi- 
pally to  railroad  transportation  and  the  cases  men- 
tioned therein  are  carefully  examined  and  the  reports 
of  expert  chemists  are  reproduced.  But  there  is  a 
great  difference  between  transportation  by  rail  and 
transportation  by  boat.  In  the  former  case  the  com- 
modities are  to  a  great  extent  exposed  to  the  open  air 
and  are  in  relatively  small  quantities,  whereas  aboard 
ships  these  commodities  may  have  to  be  stowed  in  very 
close  places  along  with  a  great  variety  of  goods,  often 
in  large  quantities,  and  are  subject  to  the  motion  of  the 
ship;  all  of  which  must  be  taken  into  consideration  in 
considering  the  character  of  the  merchandise  and  the 
manner  of  its  stowage.  Consequently  the  regulations 
of  the  United  States  Bureau  of  Explosives  which  is 
closely  allied  with  the  American  Railway  Association, 
while  scientific  and  most  complete  in  their  way,  have 
only  a  small  relative  value  when  used  in  connection 
with  ocean  shipping. 


6 


'   , '  >  >    . » 


CUBICAL    STOWAGE 

Cubic  feet  to  the  ton  of  2,240  lbs. 

A 
Acetate  of  lime  (bags)    90     Acid,  stearic  (bags) 


52 


(( 


(bbls.)108 


"  sulphuric  (car- 
boys)        54 

"     sulphuric  (55-gal. 

drums)    28 

"     sulphuric      (110- 

gal.  drums)..  .    30 

"     tartaric  (kegs)  .  .   40 

Albumen,  egg   (cases)    49 

Alcohol   (bbls.)   80 

Almonds  (hgds.)    .  .  .  .120 

(bales)    108 

(bags)    68 

"  shelled  (cases)  70 

Aloes    56 

Alspice 80 

(bbls.)    7-     Alum,  chrome  (casks)    53 

citric,     powdered  .       j^^^^^ ^^ 

(bbls.)    ...    64  ,,       powdered  (bbls.)  52 

citric,     powdered 

/I        X  ig     Alumina  sulphate,  lump 

^   ^^  ^    (bbls.)    64 

Amboyna  wood 56 

Ammonia,  alum 60 

"  anhydrous 


Acet( 

Due  (drums)    .... 

60 

Acid, 

,  acetic  (bbls.)  .  .  . 

60 

(< 

"       (carboys) . 

72 

(( 

boric 

48 

<( 

carbolic,  crude 

(bbls.) 

54 

4( 

carbolic,    crystals 
(destructible 

drums)    

70 

■*( 

carbolic,    crystals 

(55-gal.  drums) 

44 

■*( 

carbolic,    crystals 
(110-gal. 

drums)    

48 

« 

citric,  crystals 

cresylic  (bbls.)..  54 
muriatic    (  c  a  r  - 

boys)    72 

nitric  (carboys)  .  61 
oxalic  (bbls.)  ...  64 
salicylic,  Heyden 

(bbls.)    ..* 120 

salicylic,     Solvay 

(bbls.)    \   94 


« 


(large 

cylinder)  .   42 
anhydrous 

(standard 
cylinder)  .   40 


STOWAGE     AND    DANGEROUS    CARGO 


Ammonia,  anhydrous 
( small 

cylinder)  .   36 
"  sulphate 

(bags)    .  .   66 

Aniline 30 

"       oil     (110 -gal. 

drums )    ....    48 
Animal  feed  (cases)  .  .   90 

Aniseed   120 

oil 75 

Antimony,  ore 20 

"  oxide  (casks)  40 

Apples,  (bbls.,  boxes)  .   90 

waste    105 

Apricots,  canned  (bxs.)  55 
"         pulp    (cases)    52 
Aqua   ammonia    (110- 
gal.  drums)    54 

B 

Bacon 65 

Balsam,  Canada 52 

"        copaiva 60 

Barium,  nitrate  (casks)  32 
sulphate  (bbls.)  60 

Barjari 54 

Bark,  coppice  (bags)  .  100 
(hgds.).   80 

"      oak 54 

Barley  (bags)    60 

"      (bulk)   56 

Barilla 40 

Bath  stone 17 

Battens 50 

Beans  (bags) 68 

8 


Archil  extract   (casks)   40 

Areca  nuts 60 

Arnotto 50 

Arrack 75 

Arrowroot   (bags)    ...    52 
(boxes)    ..    72 

Arsenic 24 

white  (kegs)..    28 

Asbestos,  crude 40 

fibre  (E)  ...  70 
"  (D)  ..  90 
"     (C)  ...112 

sand 38 

Ashes,  bone    (powder)    53 

Asphalt 18 

Asaf etida 40 

Automobiles,  Fords. .  .  320 

"  Packards 480 

"  White  trucks. 460 


Beans  (bulk) 48 

"      canned    (cases)  .    52 

Beef,  dressed 120 

"     preserved 46 

"     tierces cic> 

Beer  (btls.,  cases)....  80 
"      (bbls.)    60 

Beeswax  (bbls.)    65 

(cases)    69 

Benzol  (110-gal. drums)  53 

Birch  logs 80 

Biscuits  (bags)    140 

(casks)   160 

(cases)    156 

Blackwood 65 


CUBICAL     STOWAGE 


Bladders   "^^ 

Bleaching  powder  ....   80 

Bleach  (drums)    62 

Blue  vitriol  (casks)  ...   54 

Bones,  calcined 108 

"      crushed    60 

"     loose 90 

"     manure 72 

Bone  meal 45 

Boracic  acid 64 

Borate  of  lime 54 

Borax  (bags)    42 

Bottles  (empty) 86 

Boussic 60 

Box  shooks 80 

Boxwood 68 

Bran  (bags)    115 

"      (bulk)    90 

"     compressed 80 

Brandy  (cases)    66 

C 

Caen  stone 17 

Calcium       chloride 

(drums)   30 

Camphor 68 

Camwood 80 

Canada  balsam 50 

Canary  seed 58 

Candied  fruit   82 

Canes 125 

Canoes  360 

Canned  apples 65 

"       goods,  general.  75 
"       meats   70 


Brandy  (casks) 80 

Brass  rods 30^ 

"     turnings 41 

Brazil  nuts  (bbls.)....    90 
Bread  (bags)    140 

"        (cases)    156 

(casks)   160 

Bricks 24 

Brimstone  (bulk)  ....  35 
(cases)  ....  40 
(casks)  ....   60 

Bristles 96 

Brooms  (cases) 250 

Broom  root    (bales)..  160 

Buckwheat    65 

Bulbs,   Holland 82 

Bunting 60 

Butter  (boxes)    70 

"      (tubs)    75 

Buttocks    55 

Candies 64 

Candles   (cases)    64 

Canvas  (bales)    47 

Capers 70 

Caraway  seed 60 

Cardamon   94 

Carobs   31 

Carpets  (bales)   140 

(rolls)    82 

Carpet  sweepers 220 

Cashew  nuts 75 

Cassia  (bales)    130 

(cases)    184 


STOWAGE     AND    DANGEEOUS     CARGO 


Castor  oil  (casks)  .  . . .  66 

"      seed 70 

Castings 90 

Caustic  soda  (drums) .  30 

Caviare 50 

Cedar  pencil  slabs  ...   80 

Celery  seed 76 

Cement 40 

Cement,    Portland 

(casks)   37 

Chair  stock 120 

"       birch   ....    80 

Chalk  (bbls.)    40 

Chank 120 

Cheese  (boxes) 70 

Chicory 60 

Chillies 150 

China  clay  (bulk)   ....   40 

"      (casks)    . ..   56 

"     oil 55 

Chiretta 95 

Chloride  of  lime 80 

Chocolate  (mfgd.)   ...   65 

Chow-chow    bottles 

(cases)    60 

Chussum 100 

Cider 68 

Cigars 180 

Cinchona  bark   135 

Cinnabar  ore 24 

Cinnamon 100 

Citrons 70 

Clay 24 

"     with  gravel 18 

Closet  seats 94 


Clothes  pins 290 

Clover  seed  (bags) ....   59 
Cloves  (bales) 120 

Clove  stems  (bags)  .  .  .  132 

Coal,  American 47 

Japanese 45 

"      Lancashire 44 

"      Newcastle    45 

(anth.)  44 

"      Scotch 43 

"      Welsh   (anth.)  .  .  40 

"       (bitum.).  43 

Cocoa 82 

powder    70 

Cocoanut  fibre 190 

Cocoanuts   150 

Coffee 80 

"       (bags)    90 

Coffins   257 

Coir  yarn  (bales)   .  . .  .190 

"    fibre    200 

Coke 87 

Condensed  milk 45 

Conduits,  vitrified  ....   40 

Confectionery 62 

Cooperage  stock 120 

Copperas  (casks)   ....   54 

Copi^er  ore 20 

"    refined   ...    18 
sulphate  (casks) 54 

Copra 80 

desiccated 65 

Coquede  perle 50 

Coquillos   56 

Coral 70 


10 


CUBICAL    STOWAGE 


Coral,  rough  (bags)..  .   90 

Cord  (bales)   75 

Coriander 85 

seed 120 

Cork  (bales)    440 

"      pressed  (bales).. 200 

"      shavings   290 

"      wood 270 

Corn  (bulk)    60 

Corned  beef 52 

Corrugated  iron 36 

Cotton,  pressed    130 

"      unpressed   ....  200 

Cotton  duck 62 

Cottonseed 80 


Cottonseed  cakes 52 

"         meal  (bags)    51 
oil(bbls.)..   65 

Cowries    42 

Craigleith  stone 16 

Cranberries 80 

Cream  of  tartar 60 

Creosote 62 

Cubebs 84 

Cube  Gambler 120 

Cummin 70 

seed 130 

Currants  (boxes) 50 

Cutch 68 

Cuttlefish 160 


D 


Dammar 

Dates,  drv 

"       wet 

"       special  packed.. 

Deals   

Dholl   

Domestics   (bales)    . . . 


85 
46 
40 
87 
50 
50 
70 


Doors 120 

Dressed  beef 120 

Drugs 85 

Duck  goods  (bales)...   48 

Dundee  stone 14 

Dyes 80 


E 


Earth,  loose   24 

Earthenware 58 

Eggs  (cases)    95 

"     (crates)    105 


Eggs  (fillers)   112 

Emery  stone 30 

Essential  oils 50 

Eucalyptus   45 


Farina 56     Feed,  Canton   100 

Feathers  (bdld.)   510         "      Marsden 95 

(pressed)    ...400         "      grinders  (K.D.)    95 

11 


STOWAGE     AND     DANGEROUS     CARGO 


Pennel  seed 95 

Pibre  bristles 80 

Pigs   45 

Fir  cones 48 

Pish   90 

"     cod  (bales) 73 

"       "     (bbls.)   94 

"     manure 65 

"     maws 100 

"     oils    60 

Plaked  maize 200 

Plax,  pressed   ( bulk ) . .  1 10 

"      (bales) 155 

"     meal 80 

Plaxseed 52 

Flax  straw 325 

G 

Galangal   90 

Gall-nuts 80 

Galvanized  iron 36 

Gambier  (baskets)   .  .  ,118 

(bags)    102 

Gamoge 68 

Garlic 78 

Gasoline 60 

Gentian  root 130 

Ghee  butter 60 

Gingelly  seed 56 

Ginger 80 

Glass 45 

Glauber  salts,  crystals 

(bbls.)    60 

Glauber  salts,   powder 

(bbls.)    54 


Flour  (bags)   48 

"       (bbls.)   60 

Flourine 90 

Forges 60 

Formaldehyde   (bbls.).  58 
Heyden(bbls.)    54 
Four-roll    husker    and 

shredder 150 

Fuel,  patent 32 

Pur  clippings 200 

Furniture  (cases), 

(K.D.)  .  .150 

stock 150 

Purs  (cases  &  bales)  .  .  120 

Fustic  extract  (bbls.)  .    46 

wood 105 

Glucose  (bbls.)    50 

(boxes)    42 

Glue  (boxes)   100 

"     (bbls.) 125 

Glycerine 44 

(drums)    ...    46 

Goat  hair  in  grease.  .  .    90 

"     skins  (bales)    .  .  .  104 

Grain,  brewers',  dried .    90 

barley   (48-lb. 

bushels)    ....    58 

"       buckwheat    (45- 

Ib.  bushels)  .  .    65 
clover  (63-lb. 

bushels)    ....    69 
corn  (56-lb. 

bushels)   ....    50 


12 


CUBICAL     STOWAGE 


Grain,  linseed  (50-lb. 

bushels)    .  .  . 

.    56 

"       oats  {32-lb. 

bushels)    .  .  . 

.   87 

"       rye  (56-lb. 

bushels)    ... 

.    50 

"       wheat  (60-lb. 

bushels)    ... 

.    47 

Gram,  grain 

.    50 

Granite,  dressed  .  . . .  . 

.    16 

Haddocks    

.    90 

Hair,  horse,  pressed   . 

.161 

"         "      unpressed 

.350 

"     vegetable 

175 

Hams  (bbls.) 

.    70 

"       (boxes)  

.    60 

Handles  (crates)    .  .  . 

.    98 

Hay,  ordinary  pressed 

.200 

"     compressed    .  .  . 

.130 

"     rakes  (K.D.)  .  . 

.110 

"     tidder  (K.D.).. 

.115 

Hematine,  crystals 

(bbls.)    

.    72 

Grass  seeds 49 

Grease 65 

Grindstones 58 

Groundnuts 58 

Guano 42 

Gum 52 

"      dragon 90 

Gunnie  sacks 58 

Gutta 78 

Gypsum 43 


H 


Hemp,  Calcutta    58 

"      Manila 73 

"      seed 70 

"      sisal  (bales)  . .  .106 

Herrings  (bbls.)   60 

"         (cases) 45 

"        tins    (cases)  .    80 

Hides,  dry 90 

salted   (bbls.)  .  .    55 

Hobnails    20 

Honey  (casks)    70 

Hops    250 

Horns,  animal 100 


Ice  blocks 42 

Immortelles 350 

India  rubber 65 

Indigo    62 

Iron  ore 30 


Iron,  pig 15 

corrugated  ( sheets )  35 

Isinglass 90 

Ivory,  genuine 32 

"      imitation 38 


Jaggery 34     Jute  ( bales ) 55 

Juniper  berries 80        "     cuttings 60 


13 


STOWAGE     AND     DANGEROUS     CARGO 

K 

Kaolin 40     Kerosene   60 


Lamb,  frozen  carcasses.  120  Lemons    86 

Lampblack  (bags)    ..  .140  Licorice   86 

(bbls.)   ...  120  Limestone 14 

Lard  (boxes)    75  Linseed    57 

"      (pails)    90  Liquem's   (btls.,  cases)    74 

Lawnmowers 80  Lithopone  (bbls.)  ....   52 

Lead  acetate   (bbls.)..   45  Logwood,  extract,  solid 

"     black   (bbls.) 48         (cases)   38 

"     pig    12  Logwood,  extract 

Leather  (bales) 120  (bbls.)    48 

(rolls)    224  Logwood   (bdls.)    94 

"       scrap   (bales)  .200  Loose  earth 24 

Lemon  peel 65  Lubricating  oil 60 

M 

Macaroni  (cases) 110  Margarine  (boxes)   ...   70 

Mace 80  "  (tubs)   75 

Machinery   65-390  JNIarjoram 220 

Madder  (bales) 75  Matches 120 

Magnesium  chloride  Meat,  frozen  (boxes)..    90 

(drums)   36         "      canned 70 

Maize 50  Meats 65 

(cases)   58  Melons   (boxes)    80 

Malt 160  Mica  (bags)    70 

Malted  milk 65,        "     scrap 120 

Manure,  mfd.   (bags)  .   40  Milk,  powdered   150 

Maple  (blocks)    70  Millet 50 

"        (squares)    70  Mirabolams 68 

Marble 13  Mohair 245    f\ 

*'       slabs 17  Molasses   (casks)    ....   50 

14 


CUBICAL    STOWAGE 


Monochlorbenzol  (110-  Moural  seed 60 

gal.  drums)    49     ^lustard  seed   84 

N 

Naphthalene,  flakes,  Nitrobenzol     (110-gal. 

(bbls.)    92         drums)    49 

Naphthalene,  balls  Nutmegs   60 

(bbls.)    88  Nuts,  pistachio  (cases)  74 

Niger  seed 65  "     shelled   (bbls.)  .  .  80 

Nitrate  of  potash 38  "          "         (bags)  .  .  65 

"       "  soda    35     Nux  vomica   76 


O 


Oak  extract  (bbls.)    .  .  50 

"    planks 40 

Oatmeal 70 

Oats  (bags)   76 

"      (bulk)    70 

"     rolled  (sacks)    ...  75 

"       (cases)    ...  90 

Ochre 50 

Oil  (bbls.)   60 

"    (cases)    55 

"    (iron  drums) 60 

Oilcake  (bags)    45 

Oil,  corn 75 

"    cottonseed 70 


Oil,  oleo 75 

Okre  (bbls.)    50 

Oleomargarine   (boxes)  70 

(tubs)  75 

Olives   (cases)   68 

Onions  (crates)     80 

"       (bags)   78 

Opium   96 

Oranges 94 

Ore 18 

"     beauxite   (bulk)    .  30 

Organs 400 

Orris  root   80 

Oysters   (bbls.)   62 


Paints  (kegs)    

"       (tins)   20 

Paper  (cases)    120 

"       (rolls)    70 

"      stock 250 

Paraffine  wax  (bags)  .    16 


22     Peas  (bags) 50 

"     (bulk)   45 

Peat 35 

Pencils 22 

Pepper 80 

Peppermint 70 

15 


STOWAGE    AND    DANGEEOUS     CARGO 


Perfumes 80 

Peruvian  bark 135 

Petroleum  (cases)    ...   64 

Phenol  (drums)   44 

Phosphate  of  lime 

(bags)    42 

Phosphate  rock 32 

Phosphorus 65 

Pickets  90 

Pimentos 80 

Pine 80 

Pineapples,  canned 

(cases)    60 

Pitch  (bbls.) .   45 

Plumbago    47 

Poonac  (bags)    80 

Poppy  seed 70 


Pork   (tierces)    55 

Potash,  bichromate 

(casks)  ....  40 
"  chlorate  (kegs)  55 
"       refined  nitrate 

(bbls.)    40 

"       Prussian  yellow 

(bbls.)    ....   45 

Potatoes  (bags)    55 

(bbls.)    60 

Poultry   (cases)    80 

Pulleys  (crates)   130 

Printing  ink 45 

Prunes 54 

Pulp  board    100 

"      dry 65 

"      wet 50 


Q 

Quebracho  wood    60 


R 


Rabbit  skins  (bales)  .  .250 

Radiators 30 

Rags  (bales) 175 

Raisins 49 

Rape  seed 62 


Rice  bran 90 

"    meal   60 

Rolled  wheat  (bbls.)..  120 

Rope 135 

Rosin   60 


Rat  traps 78     Rubbers 160 


Resin   60 

Rhea  fibre 60 

Rhubarb  roots 104 

Rice   47 

"     (boxes)    62 


Rum  (cases)    66 

"     (hgds.)    70 

Rye  (bags)    54 

"     (bbls.)    60 

"     (bulk)    50 


16 


CUBICAL    STOWAGE 


Safflower   

Saffron 

Sago  (bags)    

"      (boxes)    

Sal-ammoniac  (bbls.)  . 
Salmon  (canned)  .... 
Salol — Heyden  (kegs) 

Salt  (bulk)    

"     (bags)    

Saltpetre 

Salts,  epsom  (kegs)    . . 

"      (bags) . . . 

Saltwater  (bulk)    .... 

Sand  (coarse)   

"      (fine)   

Sandpaper  

Schist 

Sealskins   

Seed   (bags)    

Semolina 

Seneca  root 

Senna  leaves 

Sewing  machines 

Sheep   canvas    (1 

poyen)   

Sheepskins  (pressed).. 
"  (unpressed) 

Shells   (bags)    

Shellac 

Shingle  (ballast)    .  . . . 

Shooks  (tea)   

Shuttle  blocks 

Silk  (bales)    

"    (cases)    


S 

72     Skewers 82 

72  Skins,  dried   (bales)..  120 

53  Slate 26 

5Q         "      (Welsh) 13 

70         "     school 25 

70  Sleepers,  hardwood  ...   55 

44  "         steel    38 

40     Slot  machines 230 

48     Soap  (boxes)    46 

38         "      (bags)    54 

55         "      (casks)   57 

60  Soda  (bags)    55 

35         "      (casks)   57 

22  "     acetate  (bbls.)  .  .   40 

19  "     ash,  dense  (bags)    42 

54  "       "    light 70 

62  "     bicarbonate 

32  (bbls.)    45 

55  "     bichromate 

61  (casks)   44 

125  "     bisulphate  (bbls.)  42 

225  "     caustic  (drums)  .   30 

81  "          "       solid 

(drums)  .    28 

112  "     chlorate    (kegs)  .    54 

80         "     nitrate    36 

150         "     phosphate 50 

70  "     prussiate    (bbls.)    63 
86  "     refined  nitrate 

22  (bbls.)    42 

67  "     salicylate    (kegs)    76 

71  "     silicate  (bbls.)   .  .    45 
80     Spelter 8 

110     Spermaceti    52 

17 


STOWAGE    AND    DANGEROUS    CARGO 

Spokes  (wooden)   ....   69  Sugar  (bags)    46 

Sponges 200          "      candy 54 

Starch    70          "       (hgds.) 54 

(boxes)    80          "      refined  (hgds.).  48 

Staves 100  Sulphate  of  soda 60 

"       tank    (large)..   60  Sulphur  (bulk)   35 

Straw  braid 275           "         (cases)    40 

Stearine 52           *'         (kegs) 60 

Steel  billets 18  Suniac    75 

Stone,  granite 17  Superphosphate   42 

"      limestone 15  Surre  seed 90 

marble    15  Syrup  (bbls.)    50 

paving   17          "       (hgds.) 44 


Talc   60     Timber,  gum 83 

Tallow  (tierces)   65  "       mahogany  ....   34 

Tamarinds  (cases)    ...   45  "       oak   39 

(casks)    ...   53  "       pine 90 

Tan  extract 48     Tiles,  clay    48 

Tannin 50         "     roofing 80 

Tapioca 60     Timothy  seed 110 

Tar 54     Tincal 42 

Tartaric  acid 49     Tin  plate 28 

Tares 50     Tobacco  (cases)    120 

Tea 100  "         (hgds.)    150 

Tent  poles 82     Toilet  soap 75 

Teel  seed 64     Tomato  paste 62 

Threshers    200     Tortoise  shells 160 

Thyme 140     Toys 100-510 

Timber,ash 39     Treacle  (casks) 40 

"       beach    51     Trefoil  seed 65 

elm 60     Tumeric 72 

"       fir 65  Turpentine  (bbls.)  ...    60 

"       flooring  boards  75     Type^vriters .  .  .110 

greenheart  ...   36 

18 


(( 


CUBICAL     STOWAGE 


V 

Verdigris 58     Vinegar 85 

Vermicelli    110     Vitriol    54 

W 

Walnuts   (bales) 182     White  lead 20 

Washing  machines. .  .  .  200     Whitening 39 

Washboards 240  Whiskey  (casks)    ....    71 

Waste  cotton 100     Wine  (bbls.)   85 

Water  bottles  (cases)  .   70         "      (boxes)    78 

"      fresh 36     Wire  rods  (coils) 45 

"      salt 35     Wood  cotton 84 

Wax Q5  "      pulleys 100 

"     carnanba  (bags).  66  "      pulp   62 

Wheat  (bags)   52  Wool,  pressed   (bales).  100 

"        (bulk) 48  "      waste,  pressed 

Wheelbarrows   (K.D.)    80  (bales)    80 

Z 

Zinc  dust  (kegs) 22     Zinc  oxide  (bbls.)  ....   65 


Cubic  Measurements. 

To  obtain  the  cubic  measurement  of  a  commodity, 
multiply  the  length,  breadth  and  height  and  the  result 
is  the  number  of  cubic  units  in  the  package. 

Example;  A  case  4  ft.  long  by  3  ft.  wide  by  2  ft. 
high  has  (4x3x2)  24  cu.  ft. 

Example:  A  slab  10  inches  high  by  4  ft.  wide  by 
3  ft.  long  has  (10x48x36)  17,280  cu.  inches  or  dividing 
by  1,728  (No.  of  cu.  inches  in  cu.  ft.)  10  cu.  ft.  (al- 
ways reduce  original  measurements  to  the  same  de- 
nomination and  then  multiply). 

19 


COAL 

THE  important  question  of  ventilating  coal  car- 
goes has  given  rise,  at  different  times,  to  much 
anxious  inquiry.  A  step  in  the  right  direction 
seems  to  have  been  taken  when  the  Coal  Commission 
in  New  York  stopped  the  through-and-through  ven- 
tilation system  and  instructed  shipmasters  to  continue 
surface  ventilation  only.  It  was  pointed  out  that  air, 
to  do  any  good,  would  have  to  sweep  continuously  and 
freely  through  every  part  of  the  cargo,  a  condition  not 
obtainable  on  board  ship. 

Steam  coal  is  said  to  absorb  about  twice  its  own 
volume  of  oxygen  in  ten  days.  The  admission  of  small 
quantities  of  air  through  a  shaft  has  been  found  suffi- 
cient to  aid  spontaneous  ignition,  but  not  to  ventilate 
the  cargo. 

The  Commission  recommended  that  the  temperature 
in  different  parts  of  the  hold  should  be  tested  daily, 
and  a  note  of  same  made  in  the  ship's  book. 

A  system  of  surface  ventilation  should  be  carried 
out  which  would  be  effective  in  all  weathers,  and  afford 
continuous  escape  to  the  open  air  (independent  of  the 
hatchways)  of  gas,  which  is  especially  dangerous  dur- 
ing the  first  part  of  the  voyage. 

Before  receiving  a  cargo  of  coal  the  shifting  boards, 
limbers,  sluices,  strums,  pump-wells,  sounding  pipes, 
etc.,  should  be  carefully  inspected.  In  steamers  espe- 
cially the  sluices  should  be  well  oiled,  opened  and  shut, 
and  the  limbers  cleaned  out. 

The  cement  directly  under  the  sounding-rod  pipe 
should  be  examined,  and,  if  damaged,  repaired;  in- 
stances have  occurred   where   from   constant   use   the 

21 


STOWAGE     AND     DANGEROUS     CARGO 

sounding-rod  has  worked  its  way  through  the  bottom 
of  the  vessel  and  caused  a  leak.  The  side  scuttles  and 
ports,  if  open,  should  be  whiteleaded  and  shut;  all  ven- 
tilators open  and  in  good  working  order.  Blocking  up 
ventilators,  to  prevent  the  dust  coming  on  deck,  should 
never  be  allowed;  it  may  lead  to  a  serious  disaster 
sooner  or  later.  While  loading,  the  vessel  should  be 
kept  as  near  an  even  keel  as  possible,  and  the  draught 
noted  from  time  to  time.  Three  per  cent,  excess  on 
the  B.  L.  weight  should  be  obtained,  otherwise  the 
cargo  will  turn  out  short,  especially  if  it  be  loaded 
during  wet  weather.  When  loading  under  the  tips 
the  officer  should  get  the  weight  of  each  wagon  load  as 
it  comes  on  board.  If  loading  from  barges  alongside, 
the  name  of  the  boat  and  the  total  weight,  as  per  boat, 
note  and  tally. 

Bunker  coal  is  liable  to  spontaneous  combustion, 
probably  in  a  greater  degree  since  the  introduction  of 
triple  expansion  engines  and  forced  draught. 

Coal  dust  will  damage  most  kinds  of  cargo,  and  the 
ship  may  be  held  liable.  It  is  advisable  to  wash  out 
and  dry  all  holds  after  discharging  coal,  before  taking 
in  other  goods. 

The  following  reported  case  affords  some  illustration 
of  the  dangers  to  be  guarded  against  in  carrying  coal. 

The  sailing  vessel  Gorken  left  Newport  News  with 
a  cargo  of  900  tons  of  coal.  This  coal,  though  highly 
anthracite,  is  stated,  by  the  inspector  of  mines  for  this 
district,  to  give  off  considerable  quantities  of  gas  for 
some  time  after  it  has  been  worked.  The  loading  oc- 
cupied two  days,  the  coal  being  shot  down  the  main 
and  after  hatches,  and  trimmed  so  as  to  slope  down 
from  aft  forward,  with  a  space  between  the  cargo  and 
the  deck.  As  soon  as  the  cargo  had  been  taken  in,  the 
master  closed  the  fore  and  main  hatches.     The  next 

22 


COAL 

day  the  after  hatches  were  closed  and  the  fore  hatch 
left  open.  This,  however,  was  not  done  for  the  pur- 
pose of  ventilation,  but  to  enable  the  crew  to  get  at 
the  store-room,  which  was  under  the  deck,  just  for- 
ward of  the  fore  hatch.  From  the  time  the  vessel  left 
Newport  News  until  the  explosion  occurred  (about 
36  hours)  all  the  hatches  were  tightly  battened  down, 
and  the  accumulated  gas  in  the  hold  had  no  means 
whatever  of  escape.  A  sail  being  required  from  the 
store-room,  the  master  ordered  the  fore  hatch  to  be 
taken  off.  One  of  the  men  went  down  through  the 
hatch  into  the  sail-room  below,  where  he  struck  a  match 
and  caused  the  explosion.  The  master  of  the  Gorhen, 
who  was  uncertificated,  stated  that  he  thought  it  un- 
necessary to  ventilate  the  cargo,  as  he  was  not  aware 
that  coal  of  the  description  on  board  his  ship  gave  off 
gas.  He  also  stated  that  he  had  never  heard  of  ven- 
tilating coal  cargoes  in  vessels  of  under  900  tons. 

The  owners  of  the  colliery  from  which  the  coal  was 
obtained  did  not  appear  to  have  given  any  warning  as 
to  the  necessity  for  keeping  off  the  hatches  or  pro- 
viding other  means  of  ventilation. 

The  master  further  stated  that  he  could  not  de- 
tect the  presence  of  gas  by  the  smell,  but  the  Wreck 
Commissioner  pointed  out  that  an  analysis  of  this  kind 
of  coal  had  been  made,  which  showed  that  the  coal 
contained  only  a  small  quantity  of  sulphur,  and  that 
the  gas  would  consequently  be  comparatively  free  from 
smell. 

The  Court  of  Inquiry,  in  giving  judgment,  attrib- 
uted the  explosion  to  the  master  closing  his  hatches, 
and  not  using  any  means  of  cargo  ventilation;  and  the 
Wreck  Commissioner  stated  that  if  another  case  came 
before  him  in  which  it  was  shown  that  an  uncertificated 
master  had  left  port  with  his  hatches  battened  down, 

23 


STOWAGE     AND     DANGEROUS     CARGO 

without  providing  any  means  of  ventilation,  and  that 
an  explosion  occurred,  a  severe  punishment  would  be 
inflicted. 

Coal  taken  on  board  during  wet  weather  will  turn 
out  on  delivery  2%  to  3  per  cent,  short  of  original 
weight. 


The  production  of  coal  in  1913  in  the  principal  coun- 
tries of  the  world  was  as  follows: 

United   States    595,562,400  tons 

United    Kingdom    322,466,122 

Germany   162,885,529 

Austria    136,552,860 

France     38,875,161 

Russia    29,134,211 

Belgium    27,516,121 

Canada    17,425,362 

Japan    15,935,261 

British  India    15,144,420 

Australia    11,762,974 

South  Africa    6,974,168 

New  Zealand  2,926,135 


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24 


CATTLE 

THE  exporting  of  cattle,  horses  and  sheep  from 
tlie  United  States  can  be  classed  among  one  of  the 
large  businesses  of  the  country  during  this  war. 

Since  the  beginning  of  the  present  great  war,  more 
horses  and  cattle  have  been  exported  than  for  the  pre- 
vious ten  years. 

Owing  to  the  extreme  care  that  must  be  taken  ta 
keep  down  the  mortality  while  aboard  ship,  the  stalls 
should  be  fitted  by  experienced  carpenters  and  strongly 
put  up.  The  thwartship  beams  being  4  in.  by  4  in. 
thick,  and  are  carried  across  from  side  to  side.  A  few 
planks  are  nailed  between  each  four  animals.  They 
should  be  placed  amidships  to  enable  the  attendants  to 
feed  and  water  them. 

Where  cattle  are  carried  between  foreign  ports  or 
between  the  United  States  and  the  continent  of  Eu- 
rope, it  is  advisable  for  the  master  and  officers  to  ob- 
tain all  information  necessary  to  prevent  trouble  with 
the  port  authorities. 

Every  nation  has  its  particular  laws  regarding  the 
shipping  and  carrying  of  live  stock,  and  those  engaged 
in  that  business  would  do  well  to  obtain  the  necessary 
information  to  enable  them  to  observe  and  carry  these 
laws  and  regulations.  The  United  States  Department 
of  Agriculture  has  issued  its  own  regulations  for  the 
transport  of  live  stock  to  foreign  countries  which  are 
given  in  the  following  pages. 

Great  care  should  be  taken  in  the  handling  of  the 
fodder  and  hay  so  as  to  prevent  fire.  Signs  should  be 
posted,  "Xo  Smoking,"  as  a  precaution.  Each  animal 
should  be  allowed  6  gallons  of  water  and  14  lbs.  of  hay 
every  24  hours. 

25 


STOWAGE     AND    DANGEROUS    CARGO 

Regulations  Governing  the  Inspection,  Humane 
Handling  and  Safe  Transport  of  Animals 
Carried  by  Ocean  Steamers  from  the  United 
States  to  Foreign  Countries. 

U.  S.  Department  of  Agriculture, 

Dec.  1,  1906,  and  in  force  1917. 

General  Provisions. 

Regulation  1. — Xo  cattle,  sheep,  swine,  or  goats 
shall  be  exported  from  the  United  States  to  any  for- 
eign country  unless  and  until  the  same  have  been  in- 
spected and  found  free  from  disease  or  exposure  there- 
to by  an  inspector  of  the  Bureau  of  Animal  Industry 
of  this  Department;  and  unless  the  Secretary  of  Agri- 
culture shall  have  waived  the  requirement  of  a  certifi- 
cate of  inspection  for  the  particular  country  to  which 
such  animals  are  to  be  exported  no  clearance  shall  be 
issued  to  any  vessel  carrying  such  animals,  unless  and 
until  a  certificate  of  inspection  showing  freedom  from 
disease  or  exposure  thereto  shall  have  been  issued  by 
the  Department  of  Agriculture.  The  requirement  of  a 
certificate  for  shipments  of  such  animals  to  Cuba,  the 
West  Indies,  Mexico,  Central  America,  and  the  coun- 
tries of  South  America,  excepting  Argentina  and 
Uruguav,  is  herebv  waived. 

Places  of  Inspection. 

The  inspection  provided  for  in  this  regulation  will 
be  made  at  any  of  the  following-named  stockyards: 
Chicago,  111.;  Kansas  City,  Mo.;  Omaha,  Neb.;  South 
St.  Joseph,  Mo.;  National  Stock  Yards,  111.;  Indian- 
apolis, Ind.;  Buffalo,  N.  Y.,  and  Pittsburg,  Pa.;  and 

26 


CATTLE 


at  the  following  ports  of  export:  Portland,  Me.;  Bos- 
ton, Mass. ;  New  York,  N.  Y. ;  Philadelphia,  Pa. ;  Bal- 
timore, Md.;  Norfolk  and  Newport  News,  Va.;  Port 
Royal,  S.  C;  New  Orleans,  La.,  and  Galveston,  Tex. 
All  animals  will  be  inspected  at  ports  of  export,  re- 
gardless of  the  fact  that  they  may  or  may  not  have 
been  inspected  at  the  above-named  stock  yards. 

Horses. 

Regulation  2. — Horses  shall  be  entitled  to  the  in- 
spection provided  for  in  these  regulations,  and  certifi- 
cates shall  be  issued  whenever  required  by  the  country 
to  which  the  horses  are  to  be  exported,  but  horses  may 
be  shipped  without  inspection  and  certification  at  ship- 
per's risk,  to  countries  which  do  not  demand  such  in- 
spection and  certification  as  a  prerequisite  to  ad- 
mission. 

Definition  of  Terms. 

Regulation  3. — Whenever  in  these  regulations  the 
following  words,  names,  or  terms  are  used,  they  shall 
be  construed  as  follows:  Inspector  of  Port,  Inspector, 
Assistant,  Employee:  these  terms  shall  mean,  respect- 
ively, the  inspector  in  charge  of  the  Bureau  of  Animal 
Industry  stationed  at  the  port  from  w^hich  the  animals 
are  to  be  exported,  and  inspectors,  assistants  and  em- 
ployees of  the  Bureau  of  Animal  Industry. 

Lumber. — This  word,  unless  otherwise  stated,  shall 
mean  hard  pine,  spruce,  oak,  or  other  hardwood. 

Animals.— This  word  refers  to  cattle,  sheep,  swine, 
and  goats,  also  horses,  unless  it  is  inapplicable  to  them 
under  Regulation  2. 

Horses. — This  word  shall  include  mules  and  asses. 

27 


STOWAGE     AND     DANGEROUS     CARGO 

Inspection  and  Shipment. 

Regulation  4. — Only  animals  found  to  be  healthy 
and  free  from  disease  and  shown  not  to  have  been  ex- 
posed to  the  contagion  of  any  disease  shall  be  allowed 
shipment,  and  all  animals  inspected  and  passed  shall 
be  loaded  into  clean  and  disinfected  cars. 

All  animals  shall  be  inspected  or  reinspected  at  the 
port  of  export.  Railroad  companies  will  be  required 
i;o  furnish  clean  and  disinfected  cars  for  the  trans- 
portation of  animals  for  export,  and  the  proprietors 
of  the  various  stock  yards  and  stables*  located  at  the 
ports  of  export  shall  keep  separate,  clean,  and  disin- 
fected stock  yards  and  pens  or  stables  for  the  use  of 
export  animals. 

Identification   of  Animals   and  Notification  of 

Shijjjrient. 

Regulation  5. — Shippers  shall  notify  the  Inspector 
in  charge  of  the  yards  of  intended  shipments  of  ani- 
mals and  the  number  and  designation  of  cars  in  which 
they  are  to  be  shipped,  and  shall  inform  said  Inspector 
of  the  locality  from  which  said  animals  have  been 
brought,  and  the  name  of  the  feeder  of  said  animals, 
and  shall  furnish  such  other  information  as  may  be 
practicable  for  the  proper  identification  of  the  place 
from  which  said  animals  have  come. 

Regulation  6. — The  Inspector  after  passing  said  ani- 
mals shall  notify  the  Inspector  in  charge  of  the  port 
of  export,  and  Inspectors  located  at  intermediate  cities 
where  the  animals  may  be  unloaded  for  feeding  and 
watering,  of  the  inspection  and  shipment  of  such  ani- 
mals, the  number  and  kind  of  animals  shipped,  and 
the  numbers  and  designations  of  the  cars  containing 
them. 

28 


CATTLE 


Transportation  from   Yards  to  Steamers. 

Regulation  7. — Export  animals  shall  not  be  unnec- 
essarily passed  over  any  highway  or  removed  to  cars 
or  boats  which  are  used  for  conveying  other  animals. 
Boats  transporting  said  animals  to  the  ocean  steamer 
must  first  be  cleansed  and  disinfected  with  limewash 
under  the  supervision  of  the  Inspector  of  the  port,  and 
the  ocean  steamer  shall,  before  receiving  said  animals, 
be  thoroughly  cleansed  or  disinfected  in  accordance 
with  the  directions  of  said  Inspector.  When  passage 
upon  or  across  the  public  highway  is  unavoidable  in 
the  transportation  of  animals  from  the  cars  to  the  boat 
it  shall  be  under  such  careful  supervision  and  restric- 
tions as  the  Inspector  may  direct. 

Animals  Not  Allowed  Shipment. 

Regulation  8. — Any  animals  that  are  offered  for 
shipment  to  a  foreign  country  w^hich  have  not  been 
inspected  and  transported  in  accordance  with  these 
regulations,  or  which,  having  been  inspected,  are  ad- 
judged to  be  infected  or  to  have  been  exposed  to  in- 
fection so  as  to  be  dangerous  to  other  animals  or  to  be 
otherwise  unfit  for  shipment,  shall  not  be  allowed  upon 
any  vessel  for  exportation. 

Superiyision  to  Steamers — Clearance  Papers. 

Regulation  9. — The  supervision  of  the  movement  of 
animals  from  cars,  yards,  and  stables  to  the  ocean 
steamer  at  the  port  of  export  will  be  in  charge  of  the 
Inspector  of  the  port. 

The  Inspector  at  the  port  of  export  shall  notify  the 
Collector  of  the  port,  or  his  deputy,  of  the  various 
shipments  of  animals  that  are  entitled  to  clearance 
papers. 

29 


STOWAGE     AND    DANGEROUS     CARGO 

Notification  to  Inspectors  of  Intended  Shipments  on 

Steamers. 

Regulation  10. — The  exporters  of  animals  or  the 
owner,  agent  or  master  of  any  vessel  desiring  to  trans- 
port animals  from  any  port  of  the  United  States  to  a 
foreign  country  shall  notify  the  Inspector  in  charge  of 
the  port  from  which  said  vessel  is  to  clear  of  such  in- 
tended shipment  at  least  two  days  in  advance  thereof, 
and  if  the  regulations  prescribed  have  been  complied 
with  a  clearance  shall  be  authorized  by  such  Inspector. 

Space  on  Vessels. 

Regulation  11. — Export  animals  must  not  be  carried 
on  any  part  of  the  vessel  where  they  will  interfere  with 
the  proper  management  of  the  vessel,  or  with  efficient 
w^orking  of  the  necessary  lifeboats,  or  with  the  requi- 
site ventilation  of  the  vessels,  and  may  be  carried  only 
as  hereinafter  specified. 

Cattle. 

Regulation  12. — Cattle  must  have  6  feet  vertical 
space  on  all  decks,  free  of  all  obstructions;  cattle  may, 
however,  be  placed  on  raised  floors  over  pipes  and  other 
similar  obstructions  where  the  vertical  space  is  5  feet 
6  inches.  Cattle  carried  on  the  upper  or  other  exposed 
decks  must  be  allowed  a  space  of  2  feet  6  inches  in 
width  by  8  feet  in  depth  per  head.  Cattle  loaded  un- 
der decks  must  be  allowed  a  space  of  2  feet  8  inches  in 
width  by  8  feet  in  depth,  except  in  the  case  of  regular 
cattle  ships  with  satisfactory  ventilation,  which  may 
fit  with  an  allowance  of  2  feet  6  inches  in  width. 

No  more  than  four  head  of  cattle  will  be  allowed  in 
each  pen,  except  at  the  ends  of  a  row,  where  five  may 

30 


CATTLE 


be  allowed  together.  Cattle  in  single  stalls  shall  be 
allowed  3  feet  in  width.  Cattle  standing  between 
stanchions,  sounding  tubes,  ventilators,  and  other  ob- 
structions, though  in  continuous  pens,  must  be  allowed 
3  feet  in  width.  Vessels  will  be  allowed  to  carry  three 
deck  loads  of  cattle,  but  where  it  is  desired  to  carry- 
cattle  on  the  lower  or  steerage  deck,  said  deck  must  in 
all  cases  be  fitted  at  2  feet  8  inches  and  no  animals  al- 
lowed upon  hatches.  Special  permission  for  carrying 
cattle  on  the  steerage  deck  must  be  obtained  from  the 
Inspector,  and  will  be  granted  in  cases  where  said  deck 
is  provided  with  sufficient  ventilation  as  hereinafter 
prescribed. 

Sheep  and  Goats. 

Regulation  13. — The  space  for  each  sheep  or  goat 
shall  be  4  feet  long  by  14  inches  wide,  and  for  lambs 
or  goats  under  100  pounds  in  weight  4  feet  by  12  to 
13  inches. 

Sheep  pens  shall  not  exceed  20  feet  by  8  feet,  where 
two  tiers  are  carried,  and  each  tier  shall  have  a  clear 
vertical  space  of  not  less  than  3  feet.  During  the  sum- 
mer season  sheep  shall  not  be  loaded  in  tiers  under 
decks,  but  during  the  winter  season  two  tiers  may  be 
placed  in  each  wing  and  only  one  tier  amidships.  One 
single  deck  of  sheep  may  be  carried  upon  the  shelter 
decks  for  cattle  when  said  decks  are  permanently  built 
and  are  composed  of  tongued-and-grooved  boards,  pro- 
vided such  sheep  fittings  do  not  conflict  with  Regula- 
tion 12.  Sheep  pens  on  shelter  deck  shall  not  exceed 
12  feet  in  width  and  must  be  supplied  with  athwart- 
ship  partitions  every  14  feet.  Such  fittings  shall  be 
secured  to  the  shelter  deck  in  the  manner  provided  by 
Regulation  41. 

31 


STOWAGE     AND     DANGEROUS     CARGO 

Swine. 

Regulation  14. — The  space  for  swine  not  exceeding 
150  pounds  in  weight  shall  be  the  same  as  that  specified 
for  full-grown  sheep  and  goats,  and  for  those  under 
100  poinids  in  weight  the  same  as  for  lambs  and  for 
goats  of  less  than  100  pounds  in  weight.  Additional 
space  shall  be  required  by  the  Inspector  for*  unusually 
large  hogs. 

Horses. 

Regulation  15. — All  horses  must  have  6  feet  3  inches 
clear  vertical  space  from  beams  of  deck  overhead  to 
deck  underfoot,  and,  so  far  as  possible,  shall  be  placed 
between  the  overhead  athwartship  beams.  Each  horse 
must  be  allowed  a  space  of  2  feet  6  inches  in  width  by 
8  feet  in  depth,  and  additional  space  shall  be  required 
by  the  Inspector  for  very  large  horses. 

Separate  stalls  must  be  erected  for  all  horses.  When 
horses  are  placed  directly  under  athwartship  beams, 
the  beams  must  be  reserved  on  each  steamer  carrying 
22  or  more  horses  for  use  in  caring  for  horses  becoming 
sick  in  transit.  When  placed  in  the  same  compartment 
with  cattle,  horses  must  be  separated  by  fore-and-aft 
alley-ways  and  temporary  athwartship  bulkheads,  the 
length  of  which  shall  not  be  less  than  the  depth  of  the 
stalls. 

Upper-Deck  Fittings. 

Regulation  16. — No  animals  shall  be  allowed  on  the 
poop  deck  or  within  20  feet  of  the  breakwater  on  the 
spar  deck,  between  the  1st  of  October  and  the  1st  of 
April,  except  on  ships  provided  with  houses  constructed 
of  iron  in  each  wing  and  of  sufficient  width  and  height 
to  protect  the  fittings.     Horses  shall  not  be  allowed 

32 


CATTLE 


upon  the  bridge  deck,  except  when  this  deck  is  water- 
tight and  completely  covered  in  and  fitted  for  horses. 
Horses  shall  not  be  allowed  upon  the  spar  deck  when 
temporary  fittings  are  used.  No  cattle  or  horses  shall 
be  carried  upon  the  upper  decks  where  the  outside 
rails  are  not  of  sufficient  strength  to  hold  fittings  se- 
curely and  measure  less  than  3  feet  in  height  from  the 
deck.  When  animals  are  carried  upon  the  upper 
decks,  strong  breakwaters  shall  be  erected  at  each  end 
and  on  both  sides.  Permanent  fittings  may  be  con- 
structed either  of  iron  or  wood,  as  hereinafter  specified. 

Alley-ways. 

Regulation  17. — All  steamers  engaged  in  carrying 
animals  for  export  will  be  required  to  provide  alley- 
w^ays  as  provided  by  this  regulation.  Alley-ways  in 
front  of  and  between  pens  used  for  feeding  and  water- 
ing horses  must  have  a  minimum  w^idth  of  3  feet  except 
at  end  of  alley-w^ays  in  bow  and  stern  of  ship,  and 
where  obstructions  less  than  3  feet  in  length  occur  the 
width  may  be  reduced  to  a  minimum  of  18  inches. 
Alley-ways  in  front  of  and  between  pens  used  for  feed- 
ing and  w^atering  horses  must  have  a  mininumi  width 
of  3  feet.  Two  or  more  athwartship  alley-ways  at 
least  18  inches  wide  must  be  left  on  each  side  of  upper 
decks,  so  that  the  scuppers  can  be  readily  reached  and 
kept  clear  of  obstructions.  For  sheep  and  goats 
athwartship  alley- ways  not  less  than  18  inches  wide  in 
the  clear  shall  be  left  between  pens  and  fore-and-aft 
allev-wavs  3  feet  wide  in  front  of  each  pen,  except  that 
at  obstructions  and  at  ends  of  alley-ways,  as  provided 
for  cattle,  there  mav  be  a  minimum  width  of  18  inches. 
Sufficient  space  must  be  left  at  the  sides  of  hatches  to 
permit  the  feed  in  the  hold  to  be  readily  removed  and 
handled. 

33 


STOWAGE     AND    DANGEROUS     CARGO 


Wooden  Stanchions  and  Rump  Boards. 

Regulation  18. — Stanchions  at  least  4  inches  higher 
than  the  required  vertical  space  for  cattle  and  horses 
must  be  of  4  by  6  inch  clear  hard  pine  or  good  sound 
spruce,  set  6  feet  from  centers  against  the  ship's  rail, 
and  inside  stanchions  in  their  proper  places  must  be 
directly  in  line  with  outboard  stanchions  and  set  up  so 
that  the  6-inch  way  of  the  stanchions  shall  set  fore  and 
aft.  A  proper  tenon,  not  less  than  4  inches  in  length, 
shall  be  cut  on  the  head  of  the  same  to  receive  the 
athwartship  beam.  A  piece  2  by  3  inches,  of  2-inch 
plank,  shall  be  fastened  to  the  outside  of  the  stanchion, 
and  run  up  to  underneath  the  rail  to  chock  down  the 
stanchion  and  prevent  lifting  when  the  beam  is  sprung 
to  the  crown  of  the  deck.  Open-rail  ships  shall  be 
blocked  out  on  backs  of  stanchions,  fair  with  the  out- 
side of  rails  to  receive  the  outside  planking.  Where 
upper-deck  fittings  are  not  permanent,  the  heels  of 
outside  stanchions  shall  be  secured  by  a  bracing  of 
2  by  3  inch  lumber  from  the  back  of  each  stanchion  to 
sheer  strake  of  M^aterway,  the  heels  of  inside  stanchions 
being  properly  braced  from  and  to  each  other.  Bul- 
wark stanchions  must  also  be  extra  braced  by  raking 
shores  rimning  diagonally  from  the  top  of  the  stan- 
chions to  the  deck. 

Rump  boards  must  be  provided  on  all  decks,  and 
when  covering  bitts,  rigging,  or  other  obstructions  lo- 
cated at  a  distance  from  ship's  side,  must  have  fittings 
built  8  feet  from  said  obstruction,  with  a  solid  partition 
built  behind  the  cattle,  not  less  than  5  feet  high  from 
deck,  to  prevent  injury  to  the  animals,  and  when  nec- 
essary to  extend  fittings  opposite  bitts,  etc.,  two  or 
more  cattle  must  be  brought  forward.  Rump  boards 
in  such  cases  shall  be  1%  inches  thick.     For  horses, 

34 


CATTLE 


wooden  stanchions  as  above  described  must  be  placed 
at  proper  distances  from  each  horse. 


Iron  Stanchions. 

Regulation  19. — Iron  stanchions  may  be  used  in 
place  of  wooden  stanchions  and  shall  not  be  less  than  2 
inches  in  diameter,  set  in  iron  sockets  above  and  below, 
and  fastened  with  ^-inch  bolts.  For  horses  the  same 
number  of  iron  stanchions  are  required  as  when  wooden 
stanchions  are  used. 


Hook  Bolts  or  Clamps. 

Regulation  20. — Hook  bolts  or  clamps  must  be  made 
of  ^-inch  wrought  iron,  with  hook  on  outboard  end 
and  thread  and  nut  on  inboard  end  to  pass  over  and 
under  rail  and  through  outboard  stanchion  and  set  up 
on  the  inside  of  same  with  a  nut.  These  bolts  may  be 
double  or  single.  If  double,  no  thread  or  nut  is  neces- 
sary, but  the  stanchion  will  lie  shipped  through  it,  thus 
double-hooking  the  rails.  This  will  be  found  very  use- 
ful where  funnels  or  other  deck  fittings  come  in  the 
way  of  beams  passing  from  side  to  side  of  ship. 


Beams. 

Regulation  21. — Beams  must  be  of  good  sound 
spruce  or  hard  pine  lumber,  4  by  6  inches,  to  run  clear 
across  the  ship's  beam  where  practicable.  Should  any 
house  or  deck  fittings  be  in  the  way,  the  beams  should 
butt  up  closely  to  the  same.  These  beams  shall  have  a 
2  by  4  inch  mortise 'to  receive  the  tenon  of  each  and 
every  stanchion  and  to  take  the  same  crown  as  deck  of 
ship  by  springing  down  to  shoulder  of  outside  stanchion 

35 


STOWAGE     AND     DANGEROUS     CARGO 

and  to  be  properly  pinned  or  nailed  to  tenon  and 
wedged  tightly  afterward.  The  mortises  shall  be  cut 
not  less  than  6  inches  from  outside  ends  of  beams. 

Braces. 

Regulation  22. — Diagonal  braces  shall  be  fastened 
on  each  stanchion  on  both  sides  of  same,  running  up  to 
top  side  of  beam  and  properly  secured  by  nailing  to 
both  stanchions  and  beam.  \ 

Head  Boards. 

Regulation  23. — Head  boards  shall  be  not  less  than 
2  by  10  or  2^/^  by  9  inches,  of  good  clear  spruce  or  hard 
pine  lumber,  and  secured  at  every  stanchion  by  ^-inch 
screw  bolts  passing  through  same  and  set  up  with 
nuts.  When  3  by  9-  or  3  by  10-inch  head  boards  are 
used,  stanchions  may  be  set  at  distances  not  exceeding 
8  feet.  Where  head  boards  butt  on  the  stanchions,  a 
piece  of  iron  14  ^^^^^^  thick  and  3  inches  square  shall  be 
placed  over  the  boards  like  a  butt  strap.  These  head 
boards  shall  have  ll/4-inch  holes  bored  through  them 
at  proper  distances  for  tying  the  animals;  provided, 
however,  that  on  all  open  decks  stanchions  must  not  be 
placed  more  than  6  feet  from  center  to  center. 

Head  Pipes. 

Regulation  24. — In  place  of  wooden  head  boards, 
two  wrought-iron  pipes  not  less  than  2  inches  in  diam- 
eter may  be  used,  placed  8  inches  apart.  Such  head 
pipes  must  be  made  continuous  by  having  a  wrought- 
iron  threaded  collar  securely  fastened  on  the  end  of 
each  length  of  pipe  into  which  the  next  length  may  be 
inserted  or  secured.    Both  head  pipes  must  be  held  in 

36 


CATTLE 


place  by  means  of  having  wrought-iron  straps  bolted  to 
each  stanchion  by  four  %-inch  bolts.  The  lower  head 
pipe  shall  be  fitted  with  movable  clamps,  molding  a 
rino-  of  suitable  size  to  which  cattle  may  be  tied;  said 
clamps  shall  be  set  at  the  proper  distance  apart,  in  ac- 
cordance with  these  regulations,  and  fastened  to  the 
pipe  with  screws. 

Foot  Boards. 


Regulation  25. — Foot  boards  shall  be  of  wood  and 
of  the  same  dimensions  as  head  boards,  and  shall  be 
properly  nailed  or  bolted  to  stanchions. 

Division  Boards. 

Regulation  26. — Division  boards  for  cattle  shall  be 
2  by  8-inch  spruce  or  hard  pine,  and  so  arranged  as  to 
divide  the  animals  into  lots  of  four,  except  at  the  ends 
of  rows,  thus  making  compartments  for  this  number 
all  over  the  vessel.  These  division  boards  shall  be 
fitted  perpendicularly. 

Division  Pipes. 

Regulation  27. — In  place  of  wooden  division  boards, 
three  wrought-iron  pipes  not  less  than  2  inches  in  diam- 
eter may  be  used,  placed  6  inches  apart  athwartship, 
set  in  iron  sockets  above  and  below,  and  fastened  with 
%-inch  bolts. 

Division  Boards  for  Horses. 

Regulation  28. — Division  boards  for  horses  shall  not 
be  less  than  2  by  9  inches  by  8  feet,  and  shall  be  of 
sound  lumber,  planed,  and  placed  horizontally  between 
the  horses. 

37 


STOWAGE     AND    DANGEROUS     CARGO 

Flooring, 

Regulation  29. — Ships  with  iron  decks  shall  be 
sheathed  with  1-inch  or  2-inch  spruce  or  hard  pine,  but 
if  1-inch  lumber  is  used  the  foot  locks  shall  be  3  by  4! 
inches  and  laid  so  that  they  will  properly  secure  the 
1-inch  boards,  thus  preventing  them  from  slipping  and 
at  the  same  time  acting  as  foot  locks  by  showing  a 
surface  of  2  by  4  inches.  It  is  optional  with  the  owners 
whether  they  permit  sheathing  to  be  used  on  their  ships 
with  wooden  decks,  or  whether  thev  allow  foot  locks  to 
be  secured  to  the  deck,  but  it  is  absolutely  necessary  to 
sheath  iron  decks  before  putting  down  foot  locks  in 
order  to  fasten  same.  Cement,  diagonally  scored,  %- 
inch  deep,  may  be  used  on  iron  decks  instead  of  wood 
sheathing,  if  the  foot  locks  be  molded  in  the  same  and 
bolted  to  the  deck.  If  the  flooring  is  raised  on  any  of 
the  decks,  it  shall  not  be  less  than  2  inches  thick,  with 
scantlings  2  by  3  inches,  laid  athwartships  on  the  deck, 
not  over  18  inches  apart,  with  2-inch  plank  for  flooring 
nailed  to  them. 

Foot  Lochs. 

Regulation  30. — Foot  locks  shall  be  of  good  sound 
spruce,  hard  pine,  oak,  or  other  hard  wood,  size  2  by  -A 
inches,  laid  flat  down  and  fore-and-aft,  placed  12  inch- 
es, 14  inches,  2  feet  2  inches,  and  14  inches  apart,  the 
first  one  distant  12  inches  from  the  inside  of  foot- 
board. Where  temporary  fore-and-aft  locks  are  used, 
they  shall  be  filled  in  athwartships  opposite  each  stan- 
chion, properly  secured  to  sheathing  or  deck,  and  se- 
cured by  a  batten  of  spruce  or  hard  pine  2  by  3  inches 
thick  to  go  over  all  from  stanchion  to  stanchion.  Pieces 
of  2  by  3  inches  must  be  nailed  on  stanchion  over  bat- 
ten to  prevent  floor  raising.     Where  permanent  foot 

38 


CATTLE 


locks,  securely  bolted  to  decks,  are  used,  the  athwart- 
ship  braces  between  foot  locks  from  stanchion  to  stan- 
chion and  batten  may  be  omitted  when  the  stanchion  is 
securely  fitted  in  iron  socket  bolted  to  the  deck.  When 
troughs  are  used,  fore-and-aft  foot  locks  will  be  placed 
17,  16,  22,  and  16  inches  apart.  A  space  of  2  inches 
may  be  left  betw^een  the  ends  of  athwartship  foot  locks 
and  fore-and-aft  foot  locks  when  the  former  are  se- 
curely bolted  to  the  deck.  When  fore-and-aft  foot 
locks  are  permanent,  a  2-inch  space  shall  be  left  be- 
tween ends  at  end  of  each  section.  Vessels  now  fitted 
with  3  by  4-inch  foot  locks  will  not  be  required  to  use 
2  by  4-inch  foot  locks  except  when  the  former  are 
replaced. 


O  u  tsidc  PI  a  nking . 

Regulation  31. — All  outside  planking  on  open  and 
closed  rail  ships  must  be  properly  laid  fore  and  aft  of 
ship  and  nailed  to  the  backs  of  stanchions  as  close  as 
possible  for  the  cold  season,  and  for  the  warmer  months 
the  top-course  planking  shall  be  left  off  fore  and  aft  of 
ship  in  order  to  allow  a  free  circulation  of  air.  Noth- 
ing less  than  lV2-inch  spruce  or  hard  pine  is  to  be  used 
for  this  purpose. 


Shelter-dech  Planking. 

Regulation  32. — The  planks  to  form  the  shelter-deck, 
which  must  be  erected  on  all  exposed  decks,  shall  be 
laid  with  lV2-inch  sound  spruce  or  hard  pine  lumber, 
sufficient  to  cover  cattle.  These  planks  shall  be  laid  as 
closely  as  possible  and  shall  be  well  nailed  to  the  beams, 
thus  making  a  good  deck  from  which  to  work  the  ship's 


gear. 


39 


STOWAGE     AND     DANGEROUS     CARGO 

Cattle  Fittings  Over  Spar  Deck. 

Regulation  33. — No  cattle  fittings  shall  be  erected 
over  permanent  spar-deck  fittings  forward  and  aft  of 
the  midship  section  until  permission  has  been  obtained 
from  the  Chief  of  the  Bureau  of  Animal  Industry. 


Under-Deck  Fittings. 

Alley-ucays. 

Regulation  34. — Allev-wavs  on  under  decks  shall  be 
of  the  same  dimensions  as  the  alley-ways  of  the  upper 
decks. 


Stanchions. 

Regulation  35. — Stanchions  on  under  decks  shall  be 
of  clear  hard  pine  or  good  sound  spruce,  4  by  6  inches, 
set  6  feet  from  centres,  so  that  the  6-inch  w^ay  of  same 
shall  stand  fore  and  aft,  and  jammed  in  tight  between 
the  two  decks,  securely  braced  with  2  by  3  rakina;  shores 
from  stanchion  to  stanchion  and  sides  of  ship.  If 
upper  and  lower  decks  are  wood,  then  the  stanchions 
set  up  between  decks  may  be  secured  by  well  cleating 
to  each  deck  at  heads  and  heels  of  same. 


Head  Boards,  etc. 

Regulation  36. — Head  boards,  foot  boards,  division 
boards,  flooring  and  foot  locks  of  the  under  decks  shall 
be  of  the  same  dimensions  and  materials  as  those  of 
upper  decks  and  shall  be  fastened  and  arranged  in  the 
same  manner. 

40 


CATTLE 


Troughs. 

Regulation  37. — Suitable  troughs  may  be  built  on 
the  foot  boards  about  12  inches  wide,  when  required  for 
cattle,  on  either  deck  by  fastening  foot  boards  on  out- 
side of  stanchions  and  fitting  up  on  the  inside.  When 
it  is  desired  to  feed  small  grain  or  ground  feed  the 
trough  shall  be  raised  above  the  decks  to  prevent  the 
feed  from  becoming  wet.  Removable  troughs  nmst  be 
used  for  feeding  horses.  Suitable  troughs  for  grain 
and  water  must  be  provided  on  three  sides  of  each 
sheep,  goat,  or  hog  pen. 

Pens  at  Ends  of  Hatches. 

Regulation  38. — When  pens  run  up  to  the  ends  of 
hatches,  two  athwartship  planks  must  be  so  placed  as 
to  prevent  cattle  from  getting  out  of  such  pens. 

Protection  From  Heat  of  Boilers. 

Regulation  39. — Xo  animals  shall  be  loaded  along 
the  alley-ways  by  engine  and  boiler  rooms,  unless  the 
sides  of  said  engine  and  boiler  rooms  are  covered  bv  a 
tight  sheathing,  making  a  3-inch  air  space. 

Casing  for  Steering  Gear. 

Regulation  40. — Suitable  casing  must  be  placed  over 
the  ship's  steering  gear  when  found  necessary. 

Sheep  and  Goat  Pens. 
Shelter  Deck. 

Regulation  41. — Only  a  single  tier  of  sheep  and 
goats  may  be  carried  on  the  shelter  deck.     Stanchions 

41 


STORAGE     AND     DAXGEROUS     CARGO 


shall  be  not  less  than  4  by  i-inch  spruce  or  hard  pine 
set  .5  feet  on  centers,  with  llo-inch  shoulder  to  be 
gained  on  stanchions  to  receive  rafters.  Rafters  shall 
be  3  by  6-inch  spruce  or  hard  pine  set  on  edge  and 
bolted  to  stanchions  with  ^^-inoh  bolts.  Planking 
shall  be  not  less  than  114-inch  tongued-and-grooved 
spruce  or  hard  pine.  Troughs  must  be  constructed  of 
tliree  pieces  of  1  by  6-inch  lumber  nailed  together  se- 
curelv.  Ha\Tacks  shall  be  made  of  1  bv  2-inch  lum- 
ber,  and  built  in  pens  fore  and  aft  and  on  athwartship 
partitions.  Battens  shall  be  nailed  on  the  deck  of  the 
same  dimensions  as  under  deck,  to  act  as  foot  locks. 
Battens  on  front  and  ends  of  pens  shall  be  of  1  by  6- 
inch  spruce  or  hard  pine  lumber  and  sufficient  in  num- 
ber to  properly  secure  the  sheep  or  goats  in  the  pens. 

Upper  Deck. 

Regulation  42. — Sheep  and  goat  pens  on  upper  deck 
shall  be  built  with  the  same  size  and  quality  of  lumber 
as  cattle  fittings  upon  upper  deck.  Flooring  between 
tiers  shall  be  of  the  same  dimensions  as  under-deck 
fittings.  Troughs  and  hayracks  shall  be  the  same  as 
provided  in  Regulation  41. 

Under  Deck. 

Regulation  43. — When  the  pens  for  sheep  and  goats 
on  under  deck  are  built  for  two  tiers,  joists  not  less 
than  3  by  4-inch  spruce  or  hard  pine  must  be  used, 
supported  in  centers  by  2  by  3-inch  pieces  run  from 
deck  to  underside  of  joists  securely  nailed  to  same. 
The  flooring  shall  be  not  less  than  ~s;-inch  tongued- 
and-grooved  spruce  or  hard  pine,  and  1  by  2-inch  bat- 
tens shall  be  laid  fore  and  aft  on  flooring,  18  inches 
apart,  to  act  as  foot  locks.     Stanchions  may  be  made 

42 


CATTLE 


of  4  by  4-incli  spruce  or  hard  pine  lumber.  Troughs 
and  hayracks  shall  be  of  the  same  dimensions  as  pro- 
vided in  Regulation  41. 


Ventilation. 

Regulation  44. — Each  under-deck  compartment  not 
exceeding  .50  feet  in  length  must  have  at  least  four 
bell-mouthed  ventilators  of  not  less  than  18  inches  in 
diameter  and  with  tops  exceeding  7  feet  in  height 
above  shelter  deck,  two  situated  at  each  end  of  the 
compartment.  Compartments  over  .50  feet  long  must 
have  additional  ventilators  of  the  same  dimensions  or 
efficient  fans. 

Spar  Deck. 

Regulation  4.5. — When  the  fittings  on  the  spar  deck 
are  permanent  and  hatches  overhead  are  provided,  the 
same  regulations  for  ventilation  shall  apply  as  pro- 
vided for  under  decks. 


Third  Deck. 

Regulation  46. — When  it  is  desired  to  carry  animals 
upon  the  third  deck,  written  permission  must  be  ob- 
tained from  the  Inspector  of  the  port.  The  vessel  nmst 
be  fitted  as  hereinbefore  specified,  lighted  with  electric 
lights,  and  properly  ventilated.  One  set  of  ventilators 
should  be  trimmed  to  the  wind  and  another  set  in  the 
opposite  direction.  The  ventilators  must  be  tested  and 
kept  in  easy  working  order. 

Hatches. 

Regulation  47. — Xo  cattle,  swine,  sheep,  or  goats 
shall  be  loaded  upon  hatches  on  decks  above  animals 

43 


STOWAGE     AND     DANGEROUS     CARGO 


nor  upon  third  deck  hatches  when  animals  are  carried 
upon  such  deck,  nor  shall  any  merchandise,  freight,  or 
feed  for  animals  be  loaded  upon  said  hatches;  but  said 
hatches  shall  at  all  times  be  kept  clear.  In  loading 
animals  upon  upper  decks,  four  of  the  hatches  shall  be 
kept  free  of  animals,  one  forward  and  one  aft,  and  the 
intervening  hatches  must  be  so  fitted  as  to  afford  an 
-equalization  of  ventilation.  Horses  shall  not  be  al- 
lowed upon  any  hatches  under  any  circumstances. 

No  cattle  shall  be  loaded  upon  any  hatch  where  the 
coamings  exceed  18  inches  in  height  in  center  of  hatch. 
There  shall  be  not  less  than  5  feet  6  inches  vertical 
space  between  the  beams  overhead  and  the  flooring 
placed  on  hatches  underfoot. 

Lighting. 

Regulation  48. — All  vessels  designated  as  cattle  ships 
must  provide  at  all  times  electric  lights  for  the  proper 
attending  of  all  animals. 


Feed  and  Water. 

Regulation  49. — All  vessels  not  provided  with  pipes 
for  watering  animals  shall  carry  casks  or  hogsheads  of 
not  less  than  400  gallons  total  capacity  for  each  100 
head  of  cattle  and  horses,  and  an  additional  amount  in 
equal  proportion  shall  also  be  carried  for  sheep,  and 
these  shall  be  filled  with  fresh  water  before  sailing  and 
refilled  as  emptied.  All  water  tanks  for  use  of  ani- 
mals must  be  filled  with  good  fresh  water  before  sailing. 

Each  vessel  shall  carry  w^ater  condensers  which  are 
in  good  working  order  and  of  sufiicient  capacity  to 
provide  8  gallons  of  fresh  cold  w^ater  each  twenty-four 
hours  for  each  head  of  cattle,  in  addition  to  the  amount 

44 


CATTLE 


required   by   other    animals    on   board    and   for   other 
purposes. 

Regulation  50. — Xot  more  than  two  days'  feed  for 
the  animals  shall  be  allowed  to  be  carried  on  the  shel- 
ter deck,  and  no  feed  shall  be  carried  on  the  shelter 
deck  when  same  interferes  with  the  proper  care  of 
sheep;  neither  shall  any  feed  be  stored  on  top  or  inside 
of  sheep  pens.  When  feed  as  above  provided  is  placed 
on  the  shelter  deck,  it  must  be  properly  covered  and 
shall  be  the  first  feed  used.  All  other  feed  shall  be 
under  hatches,  and  so  far  as  possible  shall  be  placed 
in  the  holds  contiguous  to  the  animals  on  board. 


Attendants. 

Employment  and  Character. 

Regulation  51. — The  employment  of  all  attendants 
shall  be  subject  to  the  approval  of  the  Inspector  of  the 
port,  and  men  so  employed  shall  be  reliable  and  signed 
as  a  part  of  the  ship's  crew  and  under  the  control  of 
the  captain  of  the  vessel.  They  shall  be  furnished  with 
well-lighted  and  well- ventilated  quarters  and  with  bed- 
ding and  table  utensils.  Experienced  foremen  shall 
be  in  charge  of  the  animals,  and  not  less  than  one-half 
of  the  attendants  must  be  experienced  men  who  have 
made  previous  trips  with  stock. 

The  shippers  of  export  animals,  or  their  agents,  shall 
make  affidavits  concerning  the  character  of  the  attend- 
ants. The  attendants  shall  be  assembled  a  sufficient 
time  before  the  sailing  of  the  steamer  for  an  employee 
of  this  Department  to  examine  them.  The  examina- 
tion shall  be  made  before  the  signing  of  the  ship's 
articles  by  the  attendants,  and  any  man  who  fails  to 
conform  to  the  following  conditions  shall  be  rejected: 

45 


STOWAGE     AND     DANGEROUS     CARGO 

( 1 )  The  men  employed  must  be  able  to  speak  English 
sufficiently  to  make  themselves  understood,  or  to  un- 
derstand orders  given  them;  (2)  they  must  know  for 
what  purpose  they  are  employed  and  the  duties  that 
will  be  required  of  them;  (3)  they  must  be  able-bodied 
and  physically  competent  to  perform  the  duties  re- 
quired; (4)  each  man  entitled  to  return  passage  shall 
be  supplied  with  return  transportation  before  accept- 
ance, unless  he  informs  the  Inspector  that  he  does  not 
wish  to  return.  The  Department  has  no  control  over 
the  return  of  cattlemen.  Inspectors  in  charge  of  the 
ports  are  directed  to  carefully  enforce  the  above  regu- 
lations. 

When  attendants  are  found  to  be  incompetent,  in- 
temperate, or  otherwise  unfit  to  properly  care  for  the 
animals,  the  captain  of  the  vessel  is  requested  to  report 
the  fact  to  the  Inspector  of  the  port. 


Cattle  Attendants. 

Regulation  52. — There  shall  be  one  attendant  for 
each  35  head  of  cattle,  not  including  foremen,  upon 
steamers  having  water  pipes  extending  the  entire  length 
of  both  sides  of  compartments ;  and  upon  steamers  not 
so  fitted  there  shall  be  one  attendant  for  each  25  head 
of  cattle  shipped.  Provided,  however,  that  when  all 
the  attendants  are  experienced  and  capable  men,  there 
shall  be  one  attendant  for  each  50  head  of  cattle  upon 
steamers  having  water  pipes  extending  the  entire 
length  of  both  sides  of  compartments,  and  not  less 
than  3  feet  in  width  of  alley-ways,  if  a  competent 
watchman  for  night  duty  for  each  shipper  is  furnished 
in  addition;  and  upon  steamers  not  so  fitted  there  shall 
be  one  experienced  attendant  to  each  35  head  of  cattle 
shipped,  together  with  watchmen  as  provided  above. 

46 


CATTLE 


Sheep  and  Goat  Attendants. 

There  shall  be  one  man  in  charge  of  each  150  head  of 
sheep  and  goats  during  the  winter  season  (October  1 
to  April  1 ) ,  and  one  to  each  200  sheep  and  goats  dur- 
ing the  summer  season. 

Horse  Attendants. 

For  horses  there  shall  be  one  attendant  to  each  22 
head. 

Additional  Help. 

There  shall  also  be  additional  help  furnished  by  the 
captain  of  the  vessel  when  water  has  to  be  pumped 
by  hand. 

Rest,  Loading,  Inspection,  Certificates,  Etc. 
Rest  Before  Eiiibarhation. 

Regulation  53. — No  vessel  shall  be  permitted  to  take 
on  board  any  cattle,  sheep,  swine,  or  goats  unless  the 
same  have  been  allowed  at  least  five  hours'  actual  rest 
in  the  yards  at  the  port  of  embarkation  before  the 
vessel  sails,  not  until  the  loading  of  the  other  cargo  has 
been  completed. 

The  phrase  "actual  rest,"  as  applied  to  live  stock  in 
transit  for  export,  must  not  be  interpreted  to  include 
any  of  the  time  occupied  in  unloading  animals  from 
the  cars,  or  in  their  inspection,  handling  and  roping,  or 
in  loading  them  on  the  cars  again  for  transportation 
to  steamer. 

All  animals  must  remain  a  sufficient  length  of  time 
in  stables  or  yards  during  daylight  at  the  port  of  em- 
barkation before  the  vessel  sails,  for  the  purpose  of 
inspection. 

47* 


STOWAGE     AND     DANGEROUS     CARGO 

No  vessel  shall  be  permitted  to  take  on  board  any 
horses  which  have  been  shipped  over  500  miles  unless 
the  same  have  been  allowed  at  least  eighteen  hours' 
actual  rest  in  the  stable  or  stables  designated  by  the 
Inspector  for  export  horses  at  the  port  of  embarkation 
before  the  vessel  sails.  Horses  shipped  less  than  500 
miles  shall  remain  in  such  stables  or  yards  as  the  In- 
spector may  designate  not  less  than  six  hours  for  the 
purpose  of  inspection  and  rest.  Horses  shall  not  be 
placed  upon  steamers  until  the  loading  of  the  other 
cargo  has  been  completed. 

Loading,  Etc. 

Regulation  54. — The  Inspector,  or  one  of  his  assist- 
ants, shall  supervise  the  loading  of  the  animals  and  see 
that  they  are  properly  stowed,  and,  as  far  as  practica- 
ble, tied;  that  a  sufficient  amount  of  good,  wholesome 
feed  is  properly  stowed;  and  that  all  the  requirements 
of  these  regulations  have  been  complied  with.  In  case 
the  regulations  have  not  been  complied  with,  he  shall 
immediately  notify  the  Chief  of  the  Bureau  of  Animal 
Industry.  In  hot  weather  the  tying  of  the  cattle  may, 
in  the  discretion  of  the  Inspector,  be  in  part  omitted 
until  after  the  steamer  has  cleared  and  is  in  motion. 

Certificates  of  Inspection. 

Regulation  55.— The  Inspector  at  the  port  of  ship- 
ment shall  issue  certificates  of  inspection  for  cattle, 
sheep,  swine,  and  goats,  which  are  to  be  exported  to 
any  foreign  country,  unless  the  Secretary  of  Agricul- 
ture shall  have  waived  the  requirement  for  such  certifi- 
cate of  inspection  for  export  to  the  particular  country 
to  which  such  animals  are  to  be  shipped.  Each  certifi- 
cate shall  cite  the  name  of  the  shipper,  the  name  of  the 

48 


CATTLE 


consignee,  and  the  destination.  The  certificates  shall 
be  issued  in  serial  numbers ;  only  one  certificate  shall  be 
issued  for  each  consignment,  unless  otherwise  directed 
by  the  Chief  of  the  Bureau  of  Animal  Industry.  The 
certificates  shall  be  delivered  to  the  chief  officer  of  the 
vessel  upon  which  said  consignment  of  live  stock  is  to 
be  transported  after  the  loading  and  stowing  is  com- 
pleted, and  continue  with  the  shipment  to  destination, 
where  it  may  be  delivered  to  the  consignee. 


Defective  Fittings. 

Regulation  5Q. — The  Inspector  may,  in  case  he  finds 
that  any  of  the  fittings  are  worn,  decayed,  defective  in 
construction,  or  appear  to  be  unsound,  require  the  same 
to  be  replaced  before  he  authorizes  the  clearance  of  the 
vessel. 

Cleansing  of  False  Decks  and  Temporary  Troughs. 

Regulation  57. — False  decks  upon  which  cattle  are 
loaded  and  temporary  feed  troughs  must  be  removed, 
and  the  manure  and  dirt  cleaned  from  underneath  be- 
fore receiving  another  load  of  cattle. 


Head-Ropes,  Etc. 

Regulation  58. — Cattle  shall  be  tied  with  ^-inch 
rope,  which  shall  not  be  used  more  than  once,  and  must 
be  either  manila  or  sisal. 

All  head-ropes,  halters,  blankets,  stable  utensils,  feed 
bags  and  feed  troughs,  if  returned  to  this  country,  must 
be  disinfected  under  the  supervision  of  the  Inspector 
of  the  port,  unless  an  affidavit  is  furnished  by  the  cap- 
tain of  the  vessel  that  the  same  have  been  disinfected 

49 


STOWAGE     AND    DANGEKOUS    CARGO 


describing  the  manner  of  disinfection,  or  unless  such 
affidavit  is  furnished  by  the  proper  official  at  the  port 
where  the  animals  are  unloaded. 

Injured  Animals. 

Regulation  59. — Animals  suffering  from  broken 
limbs  or  other  serious  injuries  during  the  voyage  shall 
be  slaughtered  by  direction  of  the  captain  of  the  vessel. 


50 


GRAIN 

VESSELS  carrying  Iieavy  cargoes  should  have 
one-third  of  the  weight  in  the  between  decks,  or 
above   the   beams.     When   bulk   grain   fills   the 
lower  holds,  shifting  boards  and  properly  constructed 
feeders  are  necessary,  and  are  required  by  Boards  of 
Trade  and  Underwriters. 

Vessels  carrying  more  than  one-third  of  their  net 
tonnage  as  registered  are  considered  as  ships  laden  with 
grain  cargo. 

Grain  is  usually  shipped  through  elevators;  a  single 
elevator  will  load  2,o00  tons  in  24  hours.  When  grain 
has  to  be  bagged  the  empty  bags  are  generally  filled  in 
the  hold  from  the  elevator  chutes,  sewn  up  securely  and 
stowed. 

Vessels  will  carry,  on  an  average: 

of  grain,  about  7  quarters  to  one  net  register  ton; 
of  wheat,  about  56  bushels  to  one  net  register  ton; 
of  corn,  about  60  bushels  to  one  net  register  ton; 

Steamers  will  carry  about  eight  times,  and  sailing 
vessels  about  seven  times,  their  net  register  tonnage,  in 
quarters  of  480  lbs.  Grain  in  bulk  will  stow  about  10 
per  cent,  closer  than  if  stowed  in  bags.  Bags  of  grain 
should  never  be  cut  open  when  stowing  in  the  holds; 
serious  loss  often  falls  to  the  shipowner  by  stevedores 
doing  so  without  first  obtaining  permission.  Such  per- 
mission should  be  given  in  writing,  and  noted  on  the 
receipts  and  bills  of  lading.  When  ships  are  not  re- 
sponsible for  torn  or  burst  bags,  this  should  be  inserted 

51 


STOWAGE     AND    DANGEROUS     CARGO 

in  the  receipts.  There  shall  not  be  carried  between  the 
main  and  upper  decks  any  grain  in  bulk,  except  such 
as  may  be  necessary  for  feeding  the  cargo  in  the  hold 
in  properly  constructed  feeders.  Grain  cargoes  should 
have  at  all  times  ample  ventilation. 

Grain,  Standard  Weight: 

Wheat 60      lbs.  per  bushel,  37^3  bushels  per  ton 

Corn 56  "  "  "  40 

Rye 56  "  "  "  40 

Barley 48  "  "  "  46%       " 

Oats' 32  "  "  "  70 

Buckwheat  ...  45  "  "  "  50 

Clover 63  "  "  "  551/2        " 

Beans 631/2    "  "  "  35I4       " 

Linseed 50  "  "  "  44% 

One  ton  of  wheat,  in  bags,  should  stow  in  52  feet. 
One  ton  of  wheat,  in  bulk,  should  stow  in  48  feet. 
One  ton  of  corn,  or  maize,  in  bags,  should  stow  in  52 

feet ;  heavier  sorts,  49  feet. 
One  ton  of  rye,  in  bags,  should  stow  in  53  feet. 
One  ton  of  barley,  in  bags,  should  stow  in  60  feet. 
One  ton  of  oats,  in  bags,  should  stow  in  75  to  80  feet. 
One  ton  of  beans  or  peas,  in  bags,  should  stow  in  46  ft. 
One  ton  of  buckwheat,  in  bags,  should  stow  in  Q5  feet. 
One  ton  of  maize,  in  bulk,  should  stow  in  50  feet. 
Tons  in  all  cases  are  of  2,240  pounds. 


52 


GRAIN 


APPENDIX    A. 

Regulations  of  the  New  York  Produce  Exchange 
ON  THE  Carriage  of  Grain. 

Carriage  of  Grain. 

( 1 )  Where  a  grain  cargo  is  laden  on  board  any  ship 
all  necessary  and  reasonable  precautions  shall  be  taken 
in  order  to  prevent  the  grain  cargo  from  shifting. 

(2)  If  these  precautions  have  not  been  taken  in  the 
case  of  any  ship,  the  master  of  the  ship  and  agent  of 
the  owner  who  was  charged  with  the  loading  of  the  ship 
or  the  sending  of  her  to  sea,  shall  each  be  liable  to  a 
fine,  and  the  owner  of  the  ship  shall  also  be  liable  to  the 
same  fine,  unless  he  shows  that  he  took  all  reasonable 
means  to  enforce  the  observance  of  this  section,  and 
was  not  privy  to  the  breach  thereof. 

A  ( 1 )  Where  a  ship  is  laden  with  a  grain  cargo  at  any 
port  in  the  United  States,  the  precautions  to  prevent 
the  grain  cargo  from  shifting,  set  out  in  the  eighteenth 
schedule  to  this  act,  shall  be  adopted,  unless  the  ship  is 
loaded  in  accordance  with  regulations  for  the  time  be- 
ing approved  by  the  local  Board  of  Trade,  or  is  con- 
structed and  loaded  in  accordance  with  any  plan  ap- 
proved by  the  local  Board  of  Trade. 

(2)  If  this  section  is  not  complied  with  in  the  case 
of  any  ship,  reasonable  precautions  to  prevent  the  grain 
cargo  of  that  ship  from  shifting  shall  be  deemed  not  to 
have  been  taken,  and  the  owner  and  master  of  the  ship 
and  any  agent  charged  with  loading  her  or  sending  her 
to  sea  shall  be  liable  accordingly  to  a  fine  under  this 
Part  of  this  Act. 

53 


STOWAGE     AND     DANGEROUS     CARGO 

(3)  Nothing  in  this  section  shall  exempt  a  person 
from  any  liability,  civil  or  criminal,  to  which  he  would 
otherwise  be  subject  for  failing  to  adopt  any  reasonable 
precautions  which,  although  not  mentioned  in  this  sec- 
tion, are  reasonably  required  to  prevent  grain  cargo 
from  shifting. 

B  (1)  Before  a  ship  laden  with  grain  cargo  at  any 
port  in  the  United  States  leaves  her  final  port  of  load- 
ing, or  within  forty-eight  hours  after  leaving  that  port 
the  master  shall  deliver  or  cause  to  be  delivered  to  the 
officer  of  the  Customs  at  that  port,  a  notice  stating: 

(a)  The  draught  of  water  and  clear  side,  as  de- 
fined by  this  part  of  this  act,  of  the  said  ship  after 
the  loading  of  her  cargo  has  been  completed  at  the 
said  final  port  of  loading;  and 

(b)  The  following  particulars  in  respect  to  the 
grain  cargo,  namely: 

(i)  The  kind  of  grain  and  the  quantity 
thereof,  which  quantity  may  be  stated  in  cu- 
bic feet,  or  in  quarters,  or  bushels  or  in  tons 
weight,  and 

(ii)  The  mode  in  which  the  grain  cargo  is 
stowed;  and 

(iii)  The  precautions  taken  against  shift- 
ing. 

(2)  The  master  shall  also  deliver  a  similar  notice  to 
the  proper  officer  of  Customs  at  port  of  destination. 

(3)  Every  such  notice  shall  be  sent  to  the  home 
Board  of  Trade,  as  soon  as  practicable,  by  the  officer 
receiving  same. 

(4)  If  the  master  fails  to  deliver  any  notice  re- 
quired by  this  section,  or  if  in  any  such  notice  he  wil- 

54 


GRAIN 


fully  makes  a  false  statement  or  wilfully  omits  a  mate- 
rial particular,  he  shall  for  each  offence  be  liable  to  a 
fine. 

(5)  The  Board  of  Trade  may,  by  published  notice 
or  in  such  other  way  as  the  Board  may  think  expedient, 
exempt  ships  laden  at  any  particular  port  or  any  class 
of  these  ships  from  this  section. 

C.  For  securing  the  observance  of  the  provisions  of 
this  part  of  this  act  with  respect  to  grain  cargo,  any 
officer  having  authority  in  that  behalf  from  the  board 
in  power,  either  general  or  special,  shall  have  power  to 
inspect  any  grain  cargo,  and  the  mode  in  which  the 
same  is   stow^ed. 

D.  For  the  purpose  of  the  provisions  of  this  part  of 
this  act  wdth  respect  to  grain  cargo : 

The  expression  "grain"  means  corn,  rice,  seeds, 
beans,  nuts,  nut  kernels. 

The  expression  "ship  laden  with  grain  cargo"  means 
a  ship  carrying  a  cargo  of  which  the  portion  consisting 
of  grain  is  more  than  one-third  of  the  net  registered 
tonnage  on  the  ship,  and  that  third  shall  be  computed 
where  the  grain  is  reckoned  in  measures  of  capacity,  at 
the  rate  of  one  hundred  cubic  feet  for  each  ton  of  regis- 
tered tonnage,  and  where  the  grain  is  reckoned  in 
measures  of  w^eight,  at  the  rate  of  two  tons  weight  for 
each  ton  of  registered  tonnage. 

Precautions  as  to  the  Grain  Cargo. 

(1)  There  shall  not  be  carried  between  the  decks, 
or,  if  the  ship  has  more  than  two  decks,  between  the 
main  and  upper  decks,  any  grain  in  bulk,  except  such 
as  may  be  necessary  for  feeding  the  cargo  in  the  hold, 
and  is  carried  in  properly  constructed  feeders. 

55 


STOWAGE     AND     DANGEROUS     CARGO 

(2)  Where  grain  (except  such  as  may  be  carried  in 
properly  constructed  feeders)  is  carried  in  bulk  in  any 
hold  or  compartment,  and  proper  provision  for  the 
filling  up  the  same  by  feeders  is  not  made,  not  less 
than  one-fourth  of  the  grain  carried  in  the  hold  or  com- 
partments (as  the  case  may  be)  shall  be  in  bags  sup- 
ported on  suitable  platforms  laid  upon  the  grain  in 
bulk.  Provided,  that  this  regulation  with  respect  to 
bags  shall  not  apply — 

(a)  To  oats,  or  cottonseed;  nor 

(b)  To  a  ship  which  is  a  sailing  ship  of  less  than 
four  hundred  tons  registered  tonnage,  and  is  not 
engaged  in  Atlantic  trade;  nor 

(c)  To  a  ship  laden  at  a  port  in  the  Mediterra- 
nean or  Black  Sea  if  the  ship  is  divided  into  com- 
partments which  are  formed  by  substantial  trans- 
verse partitions,  and  are  fitted  with  longitudinal 
bulkheads  or  such  shifting  boards  as  hereinafter 
mentioned,  and  if  the  ship  does  not  carry  more 
than  one-fourth  of  the  grain  cargo,  and  not  more 
than  one  thousand  five  hundred  quarters  in  any 
one  compartment,  bin  or  division,  and  provided 
that  each  division  of  the  lower  hold  is  fitted  with 
properly  constructed  feeders  from  the  between 
decks;  nor 

(d)  To  a  ship  in  which  the  grain  cargo  does  not 
exceed  one-half  of  the  whole  cargo  of  the  ship,  and 
the  rest  of  the  cargo  consists  of  cotton,  wool,  flax, 
barrels  or  sacks  of  flour,  or  other  suitable  cargo  so 
stowed  as  to  prevent  the  grain  in  any  compart- 
ment, bin,  or  division  from  shifting. 

(3)  Where  grain  is  carried  in  the  hold  or  between 
the  decks,  whether  in  bags  or  bulk,  the  hold  or  the  space 

56 


GRAIN 


between  the  decks  shall  be  divided  by  a  longitudinal 
bulkhead  or  by  sufficient  shifting  boards  which  extend 
from  deck  to  deck  or  from  the  deck  to  the  keelson  and 
are  properly  secured,  and  if  the  grain  is  in  bulk  are 
fitted  grain-tight  with  proper  fillings  between  the 
beams. 

(4)   In  loading,  the  grain  shall  be  properly  stowed, 
trimmed  and  secured. 


57 


STOWAGE     AND    DANGEEOUS     CARGO 


APPENDIX   B. 

Regulations  Accepted  by  All  Countries. 

(1)  Rules  of  the  Board  of  Underwriters  of  New 
York. 

(2)  Rules  of  the  National  Board  of  Marine  Under- 
writers of  New  York. 

(3)  Rules   of  the  New  Orleans  Board  of  Under- 
writers. 

(4)  Rules  of  the  Mobile  Board  of  Underwriters. 

(5  and  6)  Rules  adopted  by  the  Wheat  Tariff  Asso- 
ciation, San  Francisco. 

(7)    Rules    and    by-laws    of    the    Port   Warden    of 
JNIontreal. 


(1)   The  Board  of  Underwriters  of  New  York 

(Marine). 

Rules  for  Loading  Grain  in  Bags  or  Bulk. 

Vessels  loading  grain  in  bags  or  bulk  on  voyages 
from  ports  of  the  United  States  to  ports  of  Europe 
w^ill  be  required  to  conform  to  the  following  rules 
adopted  by  the  Board  of  Underwriters  of  New  York, 
to  enable  the  Surveyor  to  issue  a  proper  certificate. 

Owners  and  masters  of  vessels  intending  to  load 
grain  are  particularly  requested  to  give  early  notice  to 
the  Surveyors  when  ready  for  fitting,  and  also  w^hen 
ready  to  receive  grain.  Vessels  loaded  in  conformity 
to  the  rules  may  have  a  certificate  to  that  effect  from 
the  Surveyor  appointed  to  the  Board  of  Underwriters 

58 


GRAIN 


of  New  York,  and  the  respective  insurance  companies 
composing  the  said  Board  will  be  duly  notified  thereof. 

General  Regulations, 

1.  The  draft  of  water,  or  free-board,  to  be  regulated 
by  a  scale  approved  by  the  loading  committee.  Free- 
board shall  be  measured  from  top  of  deck  at  side  of  the 
vessel  to  the  water's  edge  at  the  center  of  the  load 
water-line;  vessels  having  free-boards  assigned  by  the 
rules  of  the  Board  of  Trade  (Marine  Department), 
London,  shall  not  be  loaded  deeper  than  permitted  by 
those  rules. 

2.  Shifting  boards  must  extend  from  the  upper  deck 
to  the  keelson  when  grain  is  carried  in  bulk.  When 
grain  is  carried  in  bags  the  shifting  boards  must  extend 
from  deck  to  deck  in  the  between  decks,  and  not  less 
than  four  feet  downward  from  the  beams  in  the  lower 
hold. 

3.  Shifting  boards  referred  to  in  all  rules  shall  be  of 
two  (2)  inch  yellow  pine  or  of  three  (3)  inch  spruce 
(or  equivalent). 

4.  All  hatch  feeders  and  end  bulkheads  must  be 
boarded  on  the  inside. 

5.  The  grain  must  be  well  trimmed  up  between  the 
Jbeams  and  in  the  wings,  and  the  space  between  them 
completely  filled. 

6.  No  grain  shall  be  carried  in  the  fore  and  after 
peaks  except  in  bags. 

7.  No  coal  shall  be  carried  on  deck  of  steamers  sail- 
ing between  the  first  of  October  and  the  first  of  April 
beyond  such  supply  as  will  be  consumed  prior  to  ves- 
sel's reaching  the  ocean. 

59 


STOWAGE     AND    DANGEROUS     CARGO 

8.  Care  must  be  taken  that  when  grain  in  bags  or 
other  cargo  is  stowed  over  bulk  grain  the  bulk  grain 
must  be  covered  with  two  thicknesses  of  boards  placed 
athwartships  and  fore  and  aft,  with  spaces  between  the 
lower  boards  of  not  more  than  four  (4)  feet;  and  be- 
tween the  upper  boards  of  not  more  than  nine  (9) 
inches.  Care  must  be  taken  that  all  the  bags  are  prop- 
erly stowed,  in  good  order,  and  well  filled,  and  that  the 
tiers  are  laid  close. 

Sailing  Vessels. 

9.  Vessels  being  loaded  with  grain  in  bags  shall  be 
dunnaged  from  six  to  twelve  inches  on  the  floor  and 
from  six  to  fifteen  inches  on  the  bilges,  according  to 
the  form  of  the  ship's  bottom;  and  two  (2)  inches  at 
the  sides. 

The  between  decks  shall  be  dunnaged  two  (2)  inches 
at  the  sides  and  decks. 

The  dunnage  in  the  hold  must  be  laid  over  with 
boards  and  entirely  covered  with  sails,  or  approved 
mats,  so  as  to  prevent  any  of  the  loose  grain  from  run- 
ning down  on  to  the  floor  of  the  vessel,  and  thence  to 
the  pump-well.  If  sails  are  used  they  must  be  of  good 
quality  and  free  from  holes.  The  sails  and  mats  must 
cover  the  keelsons. 

10.  Bulk  or  loose  grain  must  be  taken  in  bins  pre- 
pared for  that  purpose.  Materials  for  bins  must  be  of 
well-seasoned  stock;  unseasoned  lumber  must  not  be 
used  where  it  will  come  in  contact  with  the  grain. 

11.  The  floor  of  the  bin  must  be  laid  on  sleepers  of 
scantling  2^2  by  4  inches  in  size,  sixteen  inches  apart 
from  center  to  center,  supported  by  studs  of  corre- 
sponding size,  also  sixteen  inches  from  center  to  center. 

60 


GRAIN 


It  must  be  raised  from  six  to  twelve  inches  over  the 
floor  of  the  vessel — in  the  bilge  from  six  to  fifteen 
inches,  and  in  vessels  that  are  very  flat  or  sharp  may 
be  increased  or  diminished  at  the  discretion  of  the  Sur- 
veyor. 

In  no  case  shall  the  floor  of  the  bin  be  laid  on  loose 
dunnage. 

The  floor  is  considered  as  extending  from  the  keelson 
to  the  turn  of  the  bilge.  It  must  be  laid  with  two 
thicknesses  of  one-inch  boards,  so  that  they  will  break 
joints  at  the  edges  and  ends,  and  care  must  be  taken 
that  it  be  grain-tight.  Vessels  under  three  hundred 
(300)  tons  register  may  be  permitted  to  have  a  single 
floor  laid  with  one-inch  boards  placed  edge  and  edge 
and  seams  covered  with  battens  two  by  one  (2x1)  inch, 
or  edges  lapped  one  inch. 

12.  The  studs  for  the  forward  and  after  bulkheads 
for  vessels  not  exceeding  fourteen  (14)  feet  depth  of 
hold  must  be  equal  to  four  by  six  (4x6)  inches  in  size; 
for  vessels  of  greater  depth  than  fourteen  (14)  feet 
they  must  be  equal  to  four  by  eight  (4x8)  inches. 
They  must  be  set  twenty  (20)  inches  apart  from  center 
to  center,  firmly  secured  at  the  top  and  bottom,  and 
properly  braced  in  the  center,  also  cleated  on  the  ceiling 
to  resist  the  pressure  of  the  grain,  and  made  grain- 
tight. 

13.  All  air  strakes  and  open  seams  must  be  closed 
and  the  sides  of  the  vessel  above  the  turn  of  the  bilge 
must  be  sealed  after  the  manner  of  clapboarding  re- 
versed, and  not  furred  where  it  can  be  avoided.  When 
furring  is  used  the  ceiling  must  be  made  grain-tight  at 
the  bilges  and  sides.  All  lodging  and  bosom  knees  not 
fitted  tight  to  the  deck  must  be  cleated  grain-tight 
around  the  face  of  the  knees. 

61 


STOWAGE     AND    DANGEROUS    CARGO 

14.  Vessels  with  single  deck  or  with  one  deck  and 
beams  carrying  a  full  cargo  of  grain  are  required  to 
have,  in  addition  to  the  forward  and  after  end  bulk- 
heads, two  trimming  bulkheads  (thus  making  a  division 
of  three  compartments),  to  extend  from  the  upper 
deck  to  within  two  feet  from  the  bottom  of  the  vessel; 
except  where  the  between  decks  are  laid  aft,  the  after 
one  may  extend  only  to  the  lower  deck  and  be  so  placed 
that  in  loading  the  middle  compartment  will  be  en- 
tirely filled  and  the  end  ones  left  to  trim  the  vessel. 
If  the  end  compartments  are  not  entirely  filled,  care 
must  be  taken  that  the  cargo  be  properly  covered  and 
secured  on  top  to  prevent  shifting.  The  studs  of  the 
trimming  bulkheads  to  be  not  less  than  three  by  six 
(3x6)  inches  and  set  twenty-two  (22)  inches  from  the 
centers,  and  all  studs  to  be  firmly  secured  at  top  and 
bottom  and  properly  braced  and  cleated. 

15.  Vessels  carrying  bulk  and  bags  must  not  carry 
bulk  higher  than  to  admit  of  the  stowage  of  one-quarter 
of  the  cargo  in  bags  or  not  less  than  five  heights  of 
bags  over  it  (excepting  the  vessel  be  under  five  hun- 
dred (500)  tons  register) ,  when  the  height  may  be  regu- 
lated by  the  Surveyor. 

16.  Vessels  with  two  decks  having  bulk  grain  in 
hold  as  high  as  the  between  deck  shall  have  strakes  of 
between-deck  plank  opened  on  each  side  over  the  bulk 
in  the  wings  and  amidships,  and  have  three  or  four 
feet  of  bulk  grain  in  wing  and  amidship  feeders,  upon 
which  sufficient  grain  in  bags  *  or  other  cargo  may  be 
stored  over  board  coverings,  as  provided  for  in  Rule  8. 
When  the  hold  is  not  filled  with  bulk  grain  to  the  be- 
tween deck,  enough  space  must  be  left  and  sufficient 
cargo  stowed  over  it  to  properly  secure  it,  as  provided 
for  in  Rule  8. 

62 


GRAIN 


17.  The  pump-well  must  be  sufficiently  large  to  ad- 
mit of  the  passage  of  a  man  to  the  bottom  of  the  hold, 
and  with  room  to  work  conveniently  when  there,  say 
not  less  than  four  (4)  feet  fore  and  aft,  and  five  (5) 
feet  athwartships  (reference,  however,  must  be  had  to 
the  size  of  the  keelson  and  assistant  keelsons),  and  must 
be  grain-tight  and  ceiled. 

18.  Access  to  the  pump-well  must  be  had  either  by 
a  man-hole  through  the  upper  deck  or  by  a  clear  pas- 
sage-way between  decks  from  the  after  hatch.  In  no 
case  must  it  be  from  the  main  hatch. 

19.  Masts,  water-tanks  and  pumps,  either  of  wood 
or  iron,  must  be  properly  cased,  to  prevent  damage 
from  leakage,  and  mast  coats  must  be  strong  and  tight. 

20.  The  between  deck  hatches  must  be  kept  off,  and 
the  scuppers  safely  plugged  to  prevent  loose  grain  from 
running  down  the  ship's  timbers. 

Iron  or  Steel  Sailing  Vessels. 

21.  The  foregoing  rules  are  also  to  apply  to  iron  or 
steel  sailing  vessels,  excepting  that  in  cases  where  the 
floor  and  ceiling  are  in  such  good  condition  as  to  war- 
rant it,  the  extra  floor  and  ceiling  may  be  dispensed 
with,  and  if  the  stanchions  are  not  over  four  (4)  feet 
apart  and  are  double,  two-  or  three-inch  plank  can  be 
fitted  between  them  for  shifting  plank. 

Vessels  having  iron  or  steel  between  decks  without 
openings  for  wing  feeders,  the  bulk  grain  in  the  lower 
hold  must  be  secured  by  at  least  five  heights  of  bags  or 
its  equivalent  in  other  cargo  laid  over  board  coverings 
as  provided  in  Rule  8. 

Steamers. 

22.  Steamers  having  water  ballast  tanks  must  have 
them  covered  with  a  grain-tight  platform  made  of  2%- 

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STOWAGE     AND     DANGEROUS     CARGO 

or  3-inch  sound  and  dry  planks,  but  this  platform  may- 
be dispensed  with  where  the  top  of  the  tanks  are  of 
heavy  plates  and  precautions  are  taken  against  over- 
flow from  the  bilges. 

23.  Steamships  without  ballast  tanks,  having  a  cargo 
platform  in  good  order,  will  not  be  required  to  fit  a 
grain  floor  over  it,  otherwise  such  grain  floor  will  be 
required. 

24.  Vessels  carrying  small  quantities  of  grain  in  bulk 
must  have  shifting  boards  to  top  of  the  grain,  and  the 
bulk  must  be  properly  covered  with  boards  before  any 
other  cargo  is  stowed  over  it. 

25.  Single  deck  steamers  with  a  continuous  hold  for- 
ward will  be  required  to  have  a  closed  bulkhead  to 
divide  the  same.  This  rule  will  also  apply  to  the  after 
hold. 

26.  Shifting  planks  must  extend  from  deck  to  floor 
where  grain  is  carried  in  bulk  and  be  properly  secured 
to  stanchions,  or  shored  every  eight  feet  of  length  and 
every  flve  feet  of  depth  of  hold,  including  hatchways. 
Shores  to  be  three  by  eight  (3x8)  inches  or  four  by  six 
(4x6)  inches. 

27.  No  bulk  grain  (or  seeds  in  bulk,  except  oats,  as 
hereinafter  provided  in  Rules  35,  36  and  37)  to  be  car- 
ried in  between  decks,  nor,  where  a  ship  has  more  than 
two  decks,  between  the  two  upper  decks,  unless  in 
properly  constructed  feeders  to  fill  the  orlop  and  lower 
hold.  Bulk  grain  may  be  carried  on  orlop  or  third 
deck  below,  provided  said  orlop  has  wing  openings  and 
amidship  feeders  to  feed  same.  All  amidship  feeders 
to  have  properly  constructed  shifting  boards  to  top  of 
coamings. 

64 


GRAIN 


28.  Steamers  with  two  or  more  decks  not  having  suf- 
ficient and  properly  constructed  wing  and  amidship 
feeders  will  be  required  to  leave  sufficient  space  above 
the  bulk  in  lower  hold  not  less  than  5^  feet,  to  prop- 
erlj^  secure  it  with  bags  or  other  cargo;  the  bulk  to 
be  covered  with  boards  as  in  Rule  8.  If  an  orlop  deck 
has  sufficient  openings  to  the  lower  hold,  the  orlop  and 
lower  hold  may  be  considered  as  one  hold  and  loaded 
accordingly. 

29.  Steamers  having  one  deck  and  beams  may  carry 
bulk  to  such  a  height  as  will  permit  the  stowage  over  it 
of  not  less  than  five  tiers  of  bags,  except  in  the  extreme 
ends,  where  four  tiers  of  bags  may  be  sufficient.  All 
bags  to  be  stowed  on  two  tiers  of  boards  as  provided 
for  in  Rule  8. 

Single  deck  steamers  with  high  hatch  coamings  load- 
ing full  or  part  cargoes  of  grain  in  bulk — 

1st — The  coamings  of  the  hatch  or  hatches  of 
the  hold  which  is  to  be  filled  with  bulk  grain  must 
be  at  least  three  (3)  feet  six  (6)  inches  in  height; 

2nd — The  hatchways  must  be  of  sufficient  size 
to  admit  of  not  less  than  four  (4)  per  cent,  of  the 
total  grain  in  the  hold  being  stowed  within  the 
coamings ; 

3rd — The  hatchways  must  be  properly  supported 
by  heavy  iron  cross  beams  and  fitted  with  fore- 
and-aft  shifting  boards;  and 

4th — The  hatchways  must  be  so  placed  that  they 
are  capable  of  feeding  the  center  and  both  ends  of 
the  hold. 

30.  Steamers  with  laid  between  decks  must  have 
hatchway  feeders,  and  if  the  distance  in  the  lower  holds, 
between  the  forward  bulkhead  in  said  holds  and  the 

65 


STOWAGE     AND     DANGEROUS     CARGO 

nearest  end  of  hatchway  feeders,  exceeds  twelve  (12) 
feet,  then  vessel  must  have  a  wing  feeder  on  each  side 
provided  in  the  between  decks  to  feed  this  space.  If 
there  are  no  openings  in  the  between  decks  for  wing 
feeders,  five  heights  of  bags  must  be  put  on  top  of  the 
bulk  grain  from  the  bulkhead  to  within  twelve  (12) 
feet  of  the  feeders. 

The  same  rule  applies  when  the  distance  between  the 
after  end  of  the  hatchway  feeders  and  the  after  bulk- 
head in  lower  holds  exceeds  twelve   (12)   feet. 

31.  Bags  stowed  or  laid  between  decks  must  be 
dunnaged. 

32.  Steamers  carrying  grain  in  poop  or  under  bridge 
deck  must  have  such  grain  in  bags  and  have  j^roper 
dunnage  and  shifting  boards. 

33.  Steamers  of  the  type  known  as  "Turret,"  with 
single  deck  or  single  deck  and  beams,  may  load  full 
cargoes  of  grain  in  bulk,  but  must  have  shifting  boards 
as  required  in  Rules  2  and  3,  and  if  required  by  the 
Surveyors,  trimming  bulkheads  forward  and  aft  ex- 
tending from  deck  to  floor,  or  if  coming  under  hatches 
to  top  of  coaming  as  directed  by  the  Surveyors,  and 
substantially  fitted  under  their  supervision.  The  loose 
grain  in  the  end  compartments  to  be  secured  by  not 
less  than  four  tiers  of  bags  on  boards  properly  laid. 

34.  Steamers  that  are  partly  single  deck  and  partly 
double  deck,  known  as  "switchback"  and  as  "part 
awning  deck"  steamers,  may  load  all  bulk  grain  in  the 
lower  holds  of  their  double  deck  compartments,  pro- 
viding proper  midship  feeders  and  wing  feeders  are 
fitted,  but  the  space  in  the  between  decks  around  the 
feeders  must  be  filled  with  bagged  grain  or  general 
cargo;  but  if  the  vessel  is  too  deep  to  carry  any  grain 
or  other  cargo  on  the  between  decks  the  feeders  are  to 

66 


GRAIN 


be  shored  or  properly  secured  to  the  satisfaction  of  the 
Surveyor. 

If  there  are  no  openings  in  between  decks  for  wing 
feeders  and  the  bulkheads  are  more  than  twelve  (12) 
feet  away  from  the  nearest  end  of  the  midship  feeders, 
five  (5)  heights  of  bags  must  be  put  on  top  of  the  bulk 
grain  from  the  bulkheads  to  within  twelve  (12)  feet 
of  the  feeders. 

All  hatchways  used  as  feeders  to  have  properly  con- 
structed shifting  boards  to  the  top  of  the  coamings. 

35.  Full  Cargo  Oats. — Steamers  with  double  bot- 
toms for  water  ballast  may  carry  a  full  cargo  of  oats  in 
bulk;  but  if  with  two  or  more  decks  must  have  tight 
wing  and  hatch  feeders  to  feed  the  lower  holds  and 
orlop,  as  provided  in  Rule  30. 

36.  Part  Cargo  of  Oats. — When  the  quantity  of  oats 
carried  in  bulk  between  the  two  upper  decks  exceeds 
60  per  cent,  of  the  capacity  of  said  deck,  the  excess 
over  50  per  cent,  may  be  stowed  in  bulk  in  compart- 
ments fitted  with  wing  shifting  boards  extending  from 
bulkheads  at  each  end  of  hold  to  within  four  (4)  feet 
of  the  hatches,  one  of  such  compartments  shall  be  the 
largest  between  deck  compartments;  or  where  a 
steamer  has  four  or  more  compartments  in  between 
decks,  oats  may  be  loaded  in  bulk  in  all  of  these  com- 
partments if  they  are  provided  with  wing  feeders  of 
increased  size  to  reach  from  the  forward  and  after 
bulkhead  to  within  four  feet  of  hatches.  The  hatch 
feeders  or  feeders  for  lower  hold  must  be  capped  boxed 
feeders,  five  or  six  feet  in  depth.  All  holds  are  to  be 
so  fitted. 

37.  In  single  deck  steamers  oats  in  bulk  may  be 
loaded  over  heavy  grain  with  proper  separation  in  two 

67 


STOWAGE     AND     DANGEROUS     CARGO 

compartments,  but  the  grain  in  all  other  compart- 
ments must  be  properly  secured  with  bagged  grain  or 
other  cargo  easily  handled.  This  rule  applies  also  to 
steamers  where  some  compartments  are  double  and 
some  single  deck. 

38.  If  owing  to  unusual  construction  of  vessels  which 
may  necessitate  deviation  from  the  foregoing  rules,  the 
Surveyor  must  ol)tain  the  approval  of  the  Loading 
Committee  of  the  Board. 

(2)  Rules   of   the   National   Board   of   Marine 

Underwriters  of  Ne^v  York. 

« 

(The  rules  of  the  National  Board  of  JNIarine  Under- 
writers, Xew  York,  are  similar  to  the  rules  of  the 
Board  of  Underwriters  of  Xew  York.) 

(3)  Regulations  of  the  Board  of  Underwriters 
OF  New  Orleans,  for  Preparation  and 
Stow^age  of   Grain-Loaded  Vessels. 

Steamers. 

1.  Steamers,  with  or  without  water  ballast  tanksy 
must  have  floors  planked  with  2l/^-  or  3-inch  planks 
(the  same  being  sound,  dry  and  grain-tight),  and  not 
less  than  18  inches  above  cementing. 

2.  Steamers  with  a  continuous  hold  forward  will 
require  a  close  bulkhead  in  the  same,  and  also  aft  if 
deemed  necessary  by  the  Surveyor. 

3.  Two  (2)  to  three  (3)  inch  shifting  planks,  or 
equivalent,  at  the  discretion  of  the  Surveyor,  must  be 
properly  secured  to  stanchions  and  shored  every  8  feet 
of  length  and  every  5  feet  of  depth  of  hold;  shores  to 
be  3  by  8  or  4  by  6 ;  4  by  6  at  the  discretion  of  the  Sur- 
veyor. 

68 


GRAIN 


4.  The  shifting  boards  must  extend  from  upper 
deck  to  keelson  where  grain  is  carried  in  bulk,  with 
secure  beam  fillings ;  when  grain  is  carried  in  bags,  the 
shifting  boards  must  extend  from  deck  to  deck  in  the 
'tween  decks,  and  not  less  than  4  feet  downward  from 
the  beams  in  the  lower  holds. 

5.  No  bulk  grain  to  be  carried  in  the  between  decks 
or  (where  a  ship  has  more  than  tw^o  decks)  between  the 
two  upper  decks,  unless  in  properly  constructed  feed- 
ers to  feed  the  hold;  feeders  amidships  to  have  center 
shifting  boards. 

6.  All  grain  carried  in  bulk  must  be  supplied  by 
proper  feeders  or  sufficient  space  left  to  properly  se- 
cure it  with  bags  of  grain  or  other  cargo. 

7.  Steamers  not  having  properly  constructed  feeders 
will  be  required  to  leave  sufficient  space  above  the  bulk, 
not  less  than  5l/^  feet,  to  properly  secure  it  with  bags 
or  other  cargo;  the  bulk  to  be  boarded. 

8.  Steamers  having  one  deck  and  beams  may  carry 
bulk  to  such  a  height  as  will  permit  the  stowage  over  it 
of  not  less  than  five  heights  of  bags  stowed  over  boards 
laid  fore  and  aft  (excepting  at  the  extreme  ends,  where 
four  heights  will  be  sufficient),  and  so  placed  that  each 
bottom  bag  shall  be  supported  by  two  boards  with 
athwartship  bearing  boards  sufficient  to  prevent  the 
bags  from  settling  into  the  bulk  grain. 

9.  The  grain  must  be  well  trimmed  up  between  the 
beams  and  wings,  and  the  space  between  the  beams  and 
wings  completely  filled. 

10.  The  class  of  steamers  known  as  "switchback"  or 
"web  frame"  are  allowed  to  carry  all  bulk  grain  in  No. 
2  hold  only.  The  feeding  hatch  must  have  shifting 
planks  as  high  as  the  hatch  covers. 

69 


STOWAGE     AND     DANGEROUS     CAEGO 

11.  Steamers  which  have  long  bridge  decks,  same 
being  double  deck  at  No.  2  and/or  3  holds,  may  carry 
all  bulk  grain  in  said  holds,  only  same  must  be  fitted 
with  properly  constructed  feeders  with  shifting  boards 
extending  up  to  the  top  of  hatch  covers.  No  bulk 
grain  will  be  allowed  outside  the  feeders  and  between 
the  decks. 

12.  Bunker  hatches  within  any  hold  in  which  they 
are  fitted  are  to  be  utilized  for  feeders  when  possible. 
A  bulkhead  is  required  between  Nos.  1  and  2  holds. 

13.  Oats  may  be  shipped  in  bulk  in  steamers  fitted 
for  grain  excepting  that  feeders  will  not  be  required, 
but  they  must  be  well  trodden  down  to  the  satisfac- 
tion of  the  Surveyor  while  being  loaded,  or  space  left 
for  at  least  five  heights  of  bags. 

14.  Flaxseed  is  to  be  shipped  in  the  same  manner 
as  wheat,  excepting  that  the  boards  covering  the  bulk 
seed  shall  be  placed  close  together. 

Part  Cargoes. 

15.  Vessels  loading  part  cargoes  of  grain  will  con- 
form to  above  rules,  except  where  there  is  seven  feet  or 
more  height  between  the  grain  in  lower  holds  and  decks 
above,  and  said  grain  secured  by  cotton  screwed  in 
over  one  tier  placed  on  it  flat,  in  which  case  no  platform 
of  boards  will  be  required  between  grain  and  cotton. 

(4)  Mobile  Board  of  Underwriters. 

Regulations  for  Preparation  and  Towage  of  Grain- 
Loaded  Vessels. 

The  only  differences  in  these  rules  to  those  of  the 
Board  of  Underwriters  of  New  Orleans  are  contained 
in  Rule  10  and  Part  Cargoes. 

70 


GRAIN 


10.  The  class  of  steamers  known  as  "switchback"  or 
"web  frame"  are  allowed  to  carry  all  bulk  grain  in  No. 
2  hold  only.  The  feeding  hatch  must  have  shifting 
planks  as  high  as  the  hatch  covers. 

Steamers  which  have  long  bridge  decks,  same  being 
double  deck  at  Nos.  2  and/or  3  holds,  may  carry  all 
bulk  grain  in  said  holds,  only  same  must  be  fitted  with 
properly  constructed  feeders  with  shifting  boards  ex- 
tending up  to  the  top  of  hatch  covers.  No  bulk  grain 
-will  be  allowed  outside  the  feeders  and  between  the 
decks. 

Bunker  hatches  in  No.  3  hold  are  to  be  utilized  for 
feeders  when  possible. 

A  bulkhead  is  required  between  Nos.  1  and  2  holds. 

Part  Cargoes. 

Vessels  loading  part  cargoes  of  grain  will  conform 
to  above  rules  except  where  there  is  7  feet  or  more 
height  between  grain  in  lower  holds  and  decks  above 
and  said  grain  secured  by  cotton  screwed  in  over  one 
tier  placed  on  it  flat,  in  which  case  no  platform  of 
boards  will  be  required  between  grain  and  cotton. 

(5)  Rules  adopted  by  the 

Wheat  Tariff  Association,  San  Feancisco 

for  loading  iron  or  steel  ships  with  one-third  of  cargo  of 
wheat  in  bulk  from  Pacific  Coast  to  Europe. 

1.  The  pump-well  must  be  sufficiently  large  to  ad- 
mit of  the  passage  of  a  man  to  the  bottom  of  the  hold 
and  have  room  to  work  conveniently  there,  and  must 
be  grain-tight  and  cased  if  required. 

71 


STOWAGE     AND     DANGEROUS     CARGO 

Access  to  the  pump-well  must  be  either  by  a  manhole 
through  the  upper  deck  or  by  a  clear  passageway  be- 
tween decks  from  the  after  hatch ;  in  no  case  must  it  be 
from  the  main  hatch. 

(2)  Bulk  or  loose  grain  must  be  taken  in  bins  pre- 
pared for  that  purpose.  jNIaterial  for  bins  must  be  of 
well-seasoned  spruce  or  pine  stock.  Unseasoned  lum- 
ber must  not  be  used  where  it  will  come  in  contact 
with  the  grain. 

(3)  The  floor  of  bin  must  be  laid  on  sleepers  of 
scantling  3  by  4  inches  in  size,  16  inches  apart  from 
center  to  center,  supported  by  studs  in  the  bilges  of 
corresponding  size,  also  16  inches  from  center  to  center. 
It  should  be  raised  6  inches  over  the  floor  of  the  vessel; 
in  the  bilge,  9  inches. 

All  defects  in  the  ceiling  of  the  ship  must  be  made 
good  before  the  floors  of  the  bin  are  laid,  and  care  must 
be  taken  that  the  casing  round  the  iron  keelson  be  made 
grain-tight. 

The  sides  of  the  vessel  above  the  turn  of  the  bilge 
must  be  ceiled  after  the  manner  of  clapboarding,  so  as 
to  shed  grain,  and  the  boards  must  be  lapped  not  less 
than  2  inches  and  securely  nailed  with  steel  wire  nails. 

In  no  case  should  the  floor  of  the  bin  be  laid  on  loose 
dunnage.  The  floor  is  considered  as  extending  from 
the  keelson  to  the  turn  of  the  bilge.  It  must  be  taken 
that  it  be  perfectly  tight. 

The  bins  to  be  lined  with  burlaps  or  sails  to  the 
height  of  the  bulk  grain. 

(4)  The  studs  for  the  forward  and  after  bulkheads 
must  be  equal  to  4  by  8  inches.  They  must  be  set  20 
inches  apart  from  center  to  center,  firmly  secured  at 

72 


GRAIN 


the  top  and  bottom  and  properly  braced  and  cleated 
on  the  ceiling  to  resist  the  pressure  of  the  grain. 

(5)  Shifting  boards  2  inches  thick  must  extend  from 
the  keelson  to  the  deck  on  each  side  of  the  stanchions, 
fitted  tight  to  the  beams,  with  battens  over  the  seams, 
and  care  must  be  taken  that  the  stanchions  are  well 
secured  at  both  ends  and  not  more  than  7  feet  apart. 

Two  thicknesses  of  1-inch  board  may  be  substituted 
for  the  2-inch  boards,  provided  they  are  fixed  to  break 
joints  at  the  edges  and  ends. 

Shifting  boards  to  be  shored  off  to  sides  of  ship  in 
wake  of  hatches. 

Wooden  stanchions  of  same  thickness  as  the  iron 
stanchions  to  be  put  in  and  driven  tight  from  beams  to 
keelson,  to  which  the  shifting  boards  are  to  be  secured. 

Exceptions  may  be  made  in  cases  where  permanent 
shifting  j^lanks  are  satisfactorily  fitted. 

(6)  Masts  and  water  tanks,  either  of  wood  or  iron, 
must  be  properly  cased  to  prevent  damage  from  leak- 
age.   INIast  coats  must  be  strong  and  tight. 

(7)  Vessels  being  loaded  with  over  12,000  bushels 
(360  short  tons)  of  grain  in  bulk  must  have  interme- 
diate athwartship  partitions  or  bulkheads. 

(8)  Vessels  carrying  bulk  and  bags  should  not  carry 
the  bulk  higher  than  to  admit  of  the  stowage  of  not 
less  than  6  heights  of  bags  over  it,  stowed  as  customary, 
on  a  platform  of  1-inch  boards,  not  more  than  6  inches 
apart,  supported  on  and  nailed  to  1-inch  boards  not 
more  than  5  feet  apart,  so  as  to  prevent  the  bags  from 
settling  into  the  bulk  grain. 

73 


STOWAGE     AND    DANGEROUS     CARGO 

Each  bottom  bag  to  be  so  placed  that  it  shall  be 
supported  by  two  boards  running  crosswise  to  the 
bags. 

Two  tiers  of  bags  to  be  stowed  from  the  bottom 
'of  the  bins  to  the  top  of  the  bulk  wheat,  around 
the  masts,  pump-well  and  tank. 

^(6)  Regulations  Adopted  by  the  Wheat  Tariff 
Association,  San  Francisco,  for  the  Loading 
OF  Cargoes  of  Grain  in  Bags  at  Pacific  Coast 
Ports. 

Iron  Ships. 

Dunnage  in  the  bottom  to  be  not  less  than  6  inches 
on  the  floor  and  10  inches  at  the  bilge.  Lower  hold 
to  be  lined  with  boards  from  the  keelson  to  the  lower 
-deck  beams. 

The  sides  of  the  'tween  decks  is  fore-and-aft  bat- 
tened only,  the  space  between  the  battens  to  be  filled 
with  boards. 

Where  vertical  battens  are  fitted  over  the  fore-and- 
aft  ones,  thick  mats  may  be  used  in  lieu  of  the  boards 
before  mentioned,  but  in  the  absence  of  mats  additional 
vertical  battens  are  to  be  fitted  between  the  original 
ones. 

Where  the  'tween  deck  is  laid  and  caulked,  with 
coamings  fitted  round  hatchways,  the  deck  to  be  dun- 
naged  with  strip  and  board  two  inches  high;  but  where 
the  deck  is  open  the  gutter  waterway  only  will  require 
to  be  covered  with  a  fore-and-aft  board. 

In  all  cases  where  a  vessel  has  carried  salt  or  other 
cargo  which  leaves  a  permanent  dampness  in  the  deck, 
it  is  to  be  dunnaged  in  the  same  manner  as  a  laid  deck. 

74 


GRAIN 


Sufficient  covering  to  be  laid  over  the  bottom  as  high 
as  the  upper  turn  of  the  bilge,  all  fore  and  aft,  to  pre- 
vent the  loose  grain  getting  to  the  pumps. 

Shifting  boards  2  inches  thick,  placed  on  each  side 
of  the  stanchions,  abreast  of  each  other,  must  extend 
from  deck  to  deck  in  the  'tween  decks,  and  must  extend 
not  less  than  4  feet  downward  from  the  beams  in  the 
lower  hold,  and  be  secured  to  the  satisfaction  of  the. 
Surveyors. 

In  vessels  where  no  manhole  is  fitted  to  get  to  the 
pumps,  a  proper  communication  is  to  be  left  through 
the  cargo  to  get  access  to  the  pump-well. 


(7)  Extract  from  the  Revised  Rules  and  Regu- 
lations OF  the  Port  Warden  of  the  Harbor 
OF  Montreal,  Sanctioned  by  the  Council  of 
the  ]Montreal  Board  of  Trade. 

Regulations  Affecting  Vessels  Outward. 

The  master  of  any  vessel  intending  to  load  grain  for 
any  port  not  within  the  limits  of  inland  navigation 
shall  notify  the  Port  Warden,  who  shall  ascertain 
whether  such  vessel  is  in  a  fit  state  and  condition  to 
receive  and  carry  her  cargo  in  safety  to  its  destination, 
and  if  in  his  opinion  she  is  unfit  he  shall  declare  what 
repairs  are  necessary.  While  the  different  holds  are 
being  prepared  the  master  shall  notify  the  Port  War- 
den from  time  to  time,  who  shall  see  that  each  hold  is 
in  a  fit  and  proper  state  and  condition  to  receive  grain, 
and  shall  enter  in  the  books  of  his  office  all  particulars 
connected  with  these  surveys  and  grant  necessary  cer- 
tificates. 

75 


STOWAGE     AND     DANGEROUS     CAtRGO 


Limbers. — The  limber  boards  to  be  lifted  and  lim- 
bers and  watercourses  to  the  ship's  pumps  to  be  cleaned 
where  necessary. 

Ceiling. — The  seams  of  ceiling  over  water  ballast 
tanks  will  require  to  be  made  grain-tight  by  nailing 
1/2-  and  2-inch  battens  over  them. 

Flooring. — Steamships  without  ballast  tanks  having 
a  cargo  platform  18 'inches  or  higher  above  the  cement 
in  the  bottom  will  not  be  required  to  fit  a  grain  floor 
over  it,  otherwise  such  grain  floor  will  be  required; 
but  in  all  cases  the  cement  between  the  frames  above 
the  ceiling  must  be  examined  and  repaired  if  necessary, 
pump  and  other  casings,  where  passing  through  the 
ship's  ceiling,  to  be  made  grain-tight.  When  there  is 
not  the  necessary  depth  of  floor  a  grain  flooring  will 
be  required  extending  from  the  keelson  to  the  turn  of 
the  bilge  of  3x4-inch  scantling  close  boarded,  edge  to 
edge,  with  two  1-inch  boards,  breaking  joints  and  made 
grain-tight. 

In  vessels  having  water  ballast  tanks  in  Nos.  2  and 
3  holds  the  Port  Warden  may  also  at  his  discretion, 
in  the  case  of  vessels  of  modern  construction  with  spe- 
cially heavy  ballast,  grant  a  certificate  and  permit  bulk 
grain  to  be  loaded  in  Nos.  1  and  4  holds,  provided  that 
on  examination  the  ship's  ceiling  in  these  holds  is  found 
to  be  dry  and  in  good  order,  the  seams  caulked  and 
made  grain-tight. 

The  Port  Warden  may  also  at  his  discretion,  in  the 
case  of  vessels  of  modern  construction  with  special 
ballast  tank  tops  without  wooden  ceiling,  grant  cer- 
tificates to  load  bulk  grain  provided  the  bilges  and 
watercourses  in  the  wings  are  sufficiently  deep. 

Shifting  boards  must  extend  from  the  upper  deck  to 
the  keelson  when  grain  is  carried  in  bulk;  when  grain 

76 


GRAIN 


is  carried  in  bags  the  shifting  boards  must  extend  from 
deck  to  deck  in  the  'tween  decks,  and  not  less  than  4  feet 
downward  from  the  beams  in  the  lower  holds. 

Shifting  boards  to  be  built  of  2-  or  3-inch  planks  laid 
close  on  edge  properly  secured  to  the  hold  pillars  or 
shored  every  8  feet  of  length  and  5  feet  of  height  of 
hold;  the  shores  and  braces  to  be  3x6  inches  or  4x6 
inches,  according  to  length,  and  firmly  secured  at  both 
ends  in  the  hatchways  of  the  shores  not  to  be  further 
apart  than  5  feet  of  length  of  hatch.  Filling  pieces 
to  be  fitted  between  the  beams  where  bulk  grain  is  car- 
ried. Shifting  boards  to  be  fitted  in  the  between  decks 
when  grain  or  flour  in  bags  is  carried. 

A  bulkhead  is  to  be  built  if  the  forward  hold  is  con- 
tinuous between  No.  1  and  No.  2  hatches. 

Feeders. — Grain  carried  in  bulk  must  be  supplied  by 
proper  feeders  or  else  secured  by  bags  of  grain  or  other 
carffo.  Feeders  to  be  constructed  of  3x6-inch  stud- 
ding  fitted  inside  of  hatch  coamings  if  possible,  cleated 
at  head  and  foot,  boarded  with  1 1/2-inch  boards.  On 
the  inside  of  studding,  shifting  boards  in  center  to  ex- 
tend above  bulk  grain  and  shored  from  side  to  feeders 
or  hatch  coamings,  between  deck  scuttles  to  be  used 
as  supplementary  feeders  when  practicable,  the  size  of 
the  box  to  be  regulated  by  the  Port  Warden.  Bunker 
hatches  to  be  utilized  as  feeders  when  feasible.  The 
quantity  of  bulk  grain  in  the  feeders  must  be  at  least 
3  per  cent,  of  the  quantity  of  the  contents  of  the  hold 
they  feed. 

The  Port  Warden  may  also  at  his  discretion  permit 
vessels  that  have  specially  constructed  high  hatch  coam- 
ings, the  capacity  of  which  is  not  less  than  3  per  cent, 
of  the  contents  of  the  hold  or  bin,  to  use  said  hatch 
coamings  as  grain  feeders,  but  such  permission  shall 

77 


STOWAGE     AND     DANGEROUS     CARGO 


not  be  given  before  the  first  day  of  May  or  after  the 
first  day  of  October. 

Stowage. — Steamers  having  one  deck  and  beams  may 
carry  bulk  grain  to  such  a  height  as  will  permit  the 
stowage  over  it  of  four  heights  of  bagged  grain,  and 
where  bagged  grain  or  other  cargo  is  used  for  securing 
the  bulk  grain,  boards  1  inch  thickness  must  be  laid 
close  edge  to  edge  on  athwartship  bearers  not  more 
than  4  feet  apart  on  the  bulk  grain  to  prevent  it  shifting. 
The  bulk  grain  must  be  well  trimmed  up  between  the 
beams  and  in  the  wings  and  all  spaces  completely  filled. 

There  shall  not  be  carried  between  the  decks,  or  if 
the  ship  has  more  than  two  decks,  between  the  main 
and  upper  decks,  any  heavy  grain  in  bulk,  except  such 
as  may  be  necessary  for  feeding  the  cargo  in  the  hold 
and  is  carried  in  properly  constructed  feeders. 

No  vessel  over  400  tons  register  shall  be  permitted 
to  load  an  entire  cargo  of  grain  in  bulk,  oats  excepted. 
Oats  may  be  carried  in  bulk  to  any  extent  irrespective 
of  the  tonnage  of  the  ship,  but  subject  to  such  regula- 
tions with  reference  to  dunnage  lining  and  shifting 
boards  as  the  Port  Warden  may  prescribe. 

The  master  shall  inform  the  Port  Warden  of  the 
quantity  of  bunker  coal  his  vessel  may  require  to  take 
in  after  leaving  this  port,  so  that  due  allowance  may 
be  made  when  the  freeboard  is  given.  The  freeboard 
of  all  vessels  to  be  regulated  by  the  Port  Warden,  but 
the  freeboard  is  never  to  be  less  than  that  assigned 
under  the  provisions  of  this  act. 


78 


MEMORANDA   RELATING   TO 
GENERAL  MERCHANDISE 

Bark. 

This  article  may  generally  be  stowed  with  dry  goods 
when  free  from  smell  or  objectionable  qualities.  How- 
ever, care  should  be  taken  to  keep  articles  subject  to 
damage  by  smell  or  odors  away  from  strong  smelling 
barks.  Peruvian  bark,  sewn  up  in  dry  hides,  must  have 
careful  stowage.  Angostina,  bayberry,  black  haw,  buck- 
thorn, calisaya,  cascara,  canelia  (used  as  a  tonic  and 
sometimes  as  a  spice),  cinchona  (red  and  yellow),  con- 
durango,  cotton  root,  cramp,  dogwood  (which  comes 
principally  from  Jamaica),  elia,  loxa  (of  very  dull 
color),  sassafras,  simaruba,  Persian  ash,  soap,  tonga, 
wahoo,  white  pine,  white  poplar,  white  cherry,  Peru- 
vian bark  (sometimes  called  quinine  China),  are  of 
great  necessity  to  the  pharmaceutical  trade.  They  are 
handled  by  a  large  number  of  concerns  and  are  not 
packed  under  standard  methods.  Care  should  be  taken 
that  the  salt  water  is  not  allowed  to  soak  into  the  bark. 

Bags  average  113  to  134  lbs.,  and  measure  6  ft.  3  ins. 

Bales  measure  8  ft.  9  ins. ;  casks  about  32  ft.  7  ins. 

Hogsheads  weigh  2,148  to  2,653  lbs.,  measure  72  ft. 
3  ins.  to  78  ft.  2  ins.  each. 

Beef  and  Pork, 

Tierces  of  American  salt  beef  usually  measure  11 
ft.,  and  weigh  about  504  lbs.,  and  contain  304  lbs.  of 
beef. 

79 


STOWAGE     AND     DANGEROUS     CARGO 

Barrels  measure  7  ft.  8  ins.,  and  weigh  360  lbs.  each. 

Half  barrels  measure  5  feet  and  weigh  216  lbs.  each. 

Barrels  of  pork  measure  7  ft.  5  ins.,  weigh  from  320 
to  360  lbs.,  average  340  lbs.,  and  contain  200  lbs.  of 
pork. 

Tierces  of  buttocks  measure  11  ft.,  and  weigh  491 
lbs.  each. 

Tierces  of  beef  fat  weigh  from  385  lbs.  to  491  lbs., 
and  measure  10  ft.  8  ins.  to  11  ft.  2  ins.  each. 

Butter. 

Packages  containing  this  article  are  generally  suffi- 
ciently strong  to  carry  the  contents  with  safety,  but 
when  roughly  handled,  or  if  heavy  articles  are  stowed 
upon  them,  they  are  liable  to  give  way  and  cause 
trouble.  The  coolest  part  of  the  ship  should  always 
be  preferred  for  goods  of  a  greasy  nature.  It  is  hardly 
necessary  to  point  out  the  advisability  of  keeping  such 
articles  by  themselves,  and  away  from  anything  liable 
to  damage  them  by  contact. 

Turpentine,  tar,  oily  ropes,  bones,  or  other  smelling 
articles,  will  destroy  the  value  of  butter  if  stowed  in 
the  same  hold. 

Kegs  of  butter  weigh  63  to  70  lbs.,  and  measure  1 
ft.  10  ins.  each. 

Tubs  of  butter  weigh  73  to  85  lbs.,  and  measure  2 
ft.  1  in.  each. 

Firkins  of  butter  weigh  112  to  120  lbs.,  and  measure 
3  ft.  3  ins.  each. 

Cases  containing  tins  of  butter  measure  4  ft.  1  in. 
each. 

80 


GENERAL     IMERCHANDISE 


Canned  Meats,  Jams,  Fruits,   etc. 

Cases  of  condensed  milk  average  5Q  to  60  lbs.,  and 
measure  1  ft.  2  ins.  each. 

Cases  of  preserved  beef,  weight  32  lbs.,  measure  7 
ins.   each. 

Cases  of  preserved  beef,  weight  60  lbs.,  measure  1  ft. 
1  in.  each. 

Cases  of  preserved  beef,  weight  97  lbs.,  measure  2  ft. 

I  in.  each. 

Cases  of  preserved  beef,  weight  113  lbs.,  measure  2 
ft.  4  ins.  each. 

Box  containing  2  doz.  bottles  chow-chow,  weight  77 
lbs.,  measures  1  ft.  8  ins. 

Barrels  of  cranberries,  weight  130  to  135  lbs.  each, 
measure  6  ft.  6  ins.  each. 

Boxes  of  preserved  Indian  corn,  weight  48  lbs.,  meas- 
ure 1   ft.  2  ins. 

Boxes  of  farina,  weight  56  to  64  lbs.,  measure  1  ft. 
5  ins.  to  2  ft.  3  ins.  each. 

Boxes  of  fancy  figs,  weight  56  to  63  lbs.,  measure  2 
ft.  3  ins.  to  2  ft.  8  ins.  each. 

Drums  of  figs  w^eigh  24  lbs.  each. 

Boxes  of  gelatine,  weight  12  to  16  lbs.,  measure  1 
ft.  1  in.  to  2  ft.  2  ins.  each. 

Barrels  of  gelatine  measure  7  ft.  5  ins.  each. 

Cases  of  hominy  measure  1  ft.  6  ins.  each. 

Barrels  of  hominy  weigh  220  lbs.  and  measure  6  ft. 

II  ins.  each. 

Cases  of  honey  measure  1  ft.  6  ins.  each. 

81 


STOWAGE     AND     DANGEROUS     CARGO 

Barrels  of  maizena  weigh  243  to  262  lbs.,  and  meas- 
ure 6  ft.  9  ins.  to  6  ft.  10  ins. 

Barrels  of  maltine  measure  9  ft.  10  ins.  each. 

Barrels  of  oysters  containing  4  doz.  tins,  weigh  58 
to  60  lbs.,  and  measure  1  ft.  4  ins. 

10  barrels  of  oysters  equal  one  ton,  or  2,240  lbs. 

Cases  of  preserved   peaches,  weight  49  to  51   lbs., 
measure  1  ft.  2  ins.  to  1  ft.  3  ins. 

Cases  of  preserved  pears,  weight  68  lbs.,  measure  1 
ft.   6   ins.   each. 

Cases  of  peppermint  weigh  79  lbs.  and  measure  3  ft. 

2  ins.  each. 

Cases  of  raisins,  ^4  box,  weigh  ly^  lbs.  and  measure 

3  ins. 

Cases  of  raisins,  1/2  box,  weigh  161/4  lbs.  and  meas- 
ure 5  ins. 

Cases  of  raisins,  1  box,  weigh  32  to  38  lbs.  and  meas- 
ure 8  ins. 

Cases  of  squash  weigh  76  lbs.  and  measure  1  ft.  8 
ins.  each. 

Half-box  of  starch  weighs  48  to  64  lbs.  and  measures 
1  ft.  2  ins.  to  2  ft.  7  ins. 

One   barrel   of   starch  weighs   230   to  250  lbs.   and 
measures  5  ft.  6  ins. 

One  case  florida  water  measures  2  ft.  10  ins. 

One  case  vaseline  measures  9  ft.  1  in. 

One  case,  2  doz.  tins,  apricots  weigh  67  to  70  lbs. 
and  measure  1  ft.  7  ins.  each. 

One  case,  2  doz.  tins  of  apples  weigh  70  to  91  lbs. 
and  measure  1  ft.  8  ins.  to  2  ft.  10  ins.  each. 

82 


GENERAL    MERCHANDISE 


Cotton. 

To  determine  approximately  how  many  bales  of  cot- 
ton a  vessel  should  carry,  take  for  sailing  vessels  3I/2 
to  4  bales  per  ton,  for  steamers  4I/2  per  ton,  or  1,900 
to  2,100  lbs.  per  net  ton  register. 

The  weight  and  measurement  of  bales  of  cotton  vary 
considerably. 

New  Orleans,  per  bale  about  470  lbs.,  or  33  feet  each. 

Sea  Island,  per  bale  about  333  lbs.,  or  35  feet  each. 

Upland,  per  bale  about  391  lbs.,  or  22  feet  each. 

JNIobile,  per  bale  about  500  lbs.,  or  23  feet  each. 

Calcutta,  per  bale  about  410  lbs.,  or  11  feet  each, 
hard  pressed. 

Madras,  per  bale  about  300  lbs.,  or  12  feet  each. 

Egyptian,  per  bale  about  775  lbs.,  or  20  feet  each, 
hard  pressed. 

West  Indian,  per  bale  about  212  lbs.,  or  25  feet  each. 

Brazilian,  per  bale  about  182  lbs.,  or  17  feet  each. 

Brazilian,  per  bale  about  462  lbs.,  or  10  feet  each, 
hard  pressed. 

Bales  of  cotton,  pressed,  480  lbs.,  measure  24  feet; 
unpressed,  480  lbs.,  measure  37  to  43  feet  each. 

Bales  of  cotton  waste,  pressed,  500  lbs.,  measure  37 
feet. 


83 


STOWAGE    AND    DANGEROUS    CARGO 

Dimensions  and  Gallon  Capacity  of  Casks. 

Length      Breadth        Contents 
ft.  in.         ft.  in.         in  gallons 

Pipe   4  10  2  10  113—116 

Hogshead   3  1  2  6  56—  58 

Butt 4  2  2  11  108—112 

Hogshead   3  2  2  4  54—  56 

Pipe   5  5  2  8  90—  96 

Hogshead   3  5  2  1  45—  48 

Pipe   4  4  2  10  114—118 

Hogshead   3  4  2  4  57—  59 

Puncheon    3  6  3  0  90—  96 

Number  of  Gallons. 

1  tun 452  gallons 

1  pipe    126 

1  puncheon 84 

1   hogshead   63 


Essential  Oils. 

Essential  oils  or  "ethereal  oils"  are  substances  which 
in  their  chemical  composition  differ  from  the  common 
oils,  but  are  allied  to  resins,  into  which  they  insensibly 
merge  at  ordinary  temperatures.  Sparily  soluble  in 
water,  they  dissolve  readily  in  alcohol,  common  oil,  etc. 
The  following  is  a  list  of  the  principal  essential  oils: 

Anise,  Bitter  Almond,  Bergamot,  Carraway,  Caja- 
put.  Cassia,  Cinnamon,  Cloves,  Citronelle,  Cedar 
Wood,  Calamus  Dromiticus,  Geranium,  Orange,  Ne- 
rori.  Lemon,  Lime,  Petit  Grain,  Lavender,  Rose,  Pep- 
permint, Mint,  Rosemary,  Marjoram,  Thyme,  Sweet 
Fennel,    Sassafras,    Pimento,    Nutmeg,    Sandalwood, 

84 


GENERAL    MERCHANDISE 


Rosewood,  Wintergreen,  Patcliouli,  Vetiver,  Juniper, 
Mustard,  Lemon  Grass,  Amber,  Birch  Tar,  Carda- 
mon,  Carvol,  Copaiva,  Coriander,  Croton,  Cubeb, 
Cummin,  Eucalyptus,  Ginger,  Hemlock,  Mace,  Spear- 
mint,  Wormwood."  .  ' 

When  packing  essential  oils  for  export,  they  should 
be  put  up  in  as  strong  a  container  as  possible.  When 
put  up  in  glass  bottles,  the  case  containing  same  should 
be  well-padded.  It  is  desirable  both  for  protection  of 
shippers  and  steamship  companies  that  packages  be 
marked  "Handle  with  Care,  Valuable  Cargo." 


Greases. 

Hogsheads  weighing  1,285  lbs.  measure  37  ft.  10  ins. 
Tierces  weighing  535  lbs.  measure  13  ft.  4  ins. 
Barrels  weighing  270  lbs.  measure  6  ft.  9  ins. 

IMetals. 

Alloy  is  a  certain  proportion  of  baser  metal  mixed 
with  a  purer,  such  as*  copper  mixed  with  gold. 

Amalgam  is  a  soft  alloj^  a  mixture  of  mercury  and 
metal. 

Solder  is  an  alloy  used  for  making  joints  between 
metals.  It  must  be  more  fusible  than  the  metals  it  is 
designated  to  unite,  and  is  hard  or  soft  accordingly. 

Bronze,  or  gun  metal,  is  an  alloy  of  copper  and  tin; 
it  is  harder,  stronger,  and  more  fusible  than  copper. 
A  high  temperature  in  melting  injures  gun  metal. 
Aluminium  bronze  contains  about  95  per  cent,  of  cop- 
per and  5  per  cent,  of  aluminium. 

85 


STOWAGE    AND    DANGEEOUS    CARGO 

Phosphor  bronze  contains  copper,  tin,  and  a  small 
proportion  of  phosphorus. 

There  are  many  varieties  of  cast  iron:  the  two  prin- 
cipal are  gray  and  white.  Cast  iron  often  retains  a 
portion  of  foreign  ingredients  from  the  ore,  such  as 
earth  or  oxides  of  other  metals,  sulphur  and  phos- 
phorus, which  are  all  injurious  to  its  quality  and  value. 
Cast  iron  expands  at  the  moment  of  becoming  solid, 
and  cast  iron  is  now  made  malleable  by  subjecting  a 
casting  to  a  process  of  annealing. 

Wrought  iron  is  made  from  pig  iron  by  treatment 
in  a  puddling  furnace,  then  hammered  and  rolled. 

Steel  is  a  compound  of  iron  and  carbon.  There  are 
many  varieties  of  steel,  such  as  Bessemer,  Siemens, 
Whitworth,  and  Homogeneous.  It  is  not  easily  broken, 
welds  easily,  does  not  split  or  crack,  bears  a  very  high 
heat,  and  has  greater  elasticity  than  iron. 


Ships  loading  cargoes  of  iron  should  have  at  least 
one-third  of  the  weight  in  the  'tween-decks. 

Railway  iron  should  be  stowed  fore-and-aft  until 
level  with  the  keelson,  then  diagonally — that  is,  grating 
fashion — keeping  the  rails  well  apart  so  that  the  weight 
will  be  raised  to  make  the  ship  easy  in  a  seaway. 

Protect  the  ship's  side  with  bars  laid  fore-and-aft  on 
top  of  each  other,  where  the  stowing  is  diagonal.  Use 
rough-sawn  battens  between  the  tiers  when  necessary. 

Finish  by  stowing  fore-and-aft,  locking  the  two  top 
tiers  or  so  by  inverting  the  upper  rail ;  then  lay  3-inch 
planks  across  the  cargo  under  the  beams  and  tomb 
them  well  down,  placing  the  tombs   about  five  feet 

86 


GENERAL    MERCHANDISE 


apart;  also  wedge  the  upper  tiers  at  the  sides  by  driv- 
ing large  wedges  down  on  the  planks  put  up  and  down 
before  stowing  for  the  purpose. 

The  'tween-deck  cargo  is  stowed  fore-and-aft  and  is 
well  tombed  down,  like  the  lower  hold. 

The  end  tiers  have  also  to  be  lashed  with  chains  to 
keep  them  from  fetching  away  when  the  ship  is  pitch- 
ing heavily,  a  space  being  left  about  a  third  of  the 
distance  from  the  midship  stanchions,  between  them  and 
the  side,  for  the  purpose.  Bars  are  laid  across  the  top 
and  the  lashing  passed  round  them  and  the  'tween- 
deck  beam.  With  a  laid  'tween-deck,  rails  will  have 
to  be  laid  across  the  first  tier  on  the  deck  to  lash  down 
to.  The  lashings  are  wedged  up  tight  and  will  require 
attending  to  at  sea. 

Bar  iron  measures  about  one-third  of  its  weight. 

Pig  iron  well  stowed  runs  about  10  cubic  feet  per 
ton  of  2,240  lbs.  There  is  generally  a  loss  of  1  to  2 
per  cent,  on  delivery,  owing  to  the  amount  of  sand 
and  grit  that  falls  out  in  receiving  and  discharging. 

Bar  iron,  if  possible,  should  be  stowed  so  as  to  avoid 
mixing  the  different  consignments  or  marks;  otherwise 
a  charge  may  be  made  for  sorting  at  the  port  of 
delivery. 

Galvanized  corrugated  iron  sheets,  six  in  one  bundle, 
measuring  61  ins.  by  75  ins.  by  2  ins.,  weigh  220  lbs. 
each  bundle. 


87 


STOWAGE     AND     DANGEROUS     CARGO 

• 

SuGAE  AND   Syrup. 

Porto  Rico — 

Hogsheads    1,300  lbs. 

Tierces 800  to  900 

Barrels   200 

Havana — 

Hogsheads    1,300 

Tierces    850 

Matanzas — 

Hogsheads    1,200 

Tierces 800 

Boxes    400 

Barrels   200 

Cuba — 

Hogsheads    1,200 

Tierces    850 

Bags   200 

Barrels   200 

Jamaica — 

Hogsheads    2,000 

Tierces    1,200 

Barrels   200 

Bags   200 

Barbados — 

Hogsheads    1,600 

Tierces    1,000 

Bags   200 

Martinique — 

Hogsheads    1,400 

Tierces 700 

Barrels   200 

Bags   200 

Granulated  sugar,  barrel  of  350  lbs.  measures  9  ft. 
2  in. 

Loaf  sugar,  weighing  260  lbs.,  measures  9  ft.  2  in. 

88'' 


GENERAL     IM  E  R  C  H  A  N  D  I  S  E 


Syrup. 

Hogsheads,  weighing  1,900  lbs.,  measure  36  ft. 
Puncheon,  weighing  1,466  lbs.,  measures  27  ft.  5  ins. 
Barrel,  weighing  660  lbs.,  measures  12  ft.  9  ins. 


Tobacco. 
Tobacco,  when  packed  for  export,  stows  as  follows: 

Kentucky — 

Hogsheads,   weighing   1,700   lbs.   each,   measure   75 

cu.   ft. 
Tierces,  weighing  1,000  lbs.  each,  measure  50  cu.  ft. 

Virginia — 

Hogsheads,   weighing   1,500   lbs.   each,   measure   60 

cu.  ft. 
Tierces,  weighing  750  lbs.  each,  measure  40  cu.  ft. 

Weights  and  Measurements  of  Boxes  of  Cheese. 

Box,  weighing  48  lbs.,  16  by  16  by  9,  about  1  ft.  4  in. 
Box,  weighing  67  lbs.,  16  by  15  by  12,  about  1  ft.  8  in. 
Box,  weighing  75  lbs.,  18  by  17  by  11,  about  1  ft.  11  in. 
Box,  weighing  80  lbs.,  17  by  17  by  13,  about  2  ft.    2  in. 


89 


DANGEROUS  AND  HAZARDOUS 

CARGOES 

Definition  and   Classification. 

The  first  matter  to  be  considered,  and  which  must  be 
examined,  however  briefly,  is  as  to  what  is  to  be  under- 
stood by  dangerous  merchandise.  The  term  dangerous 
is  used  here  in  its  widest  possible  signification.  It  could 
be  more  closely  defined  to  mean  those  goods  which  of 
themselves  or  by  reason  of  chance  circumstances  may 
give  rise  to  difficulties  or  cause  accidents  during  trans- 
portation by  boat.  Thus  understood,  dangerous  mer- 
chandise may  be  divided  into  five  principal  classes,  viz. :. 

( 1 )  Inflammable. 

(2)  Poisonous. 

(3)  Explosive. 

(4)  Odorous  or  evil-smelling. 

(5)  Corrosive  or  caustic. 

One  must  not  confuse  combustible  with  inflammable. 
Combustible  means  capable  of  burning;  that  is,  of  be- 
ing consumed  with  or  without  flame  when  heat  is 
applied.  Thus,  all  organic  matter,  i.e.,  that  which 
contains  carbon,  such  as  wood,  coal,  paper,  etc.,  is 
combustible.  By  inflammable,  on  the  other  hand,  is 
understood  a  substance  which,  at  a  more  or  less  high 
temperature,  gives  off  gases  which,  in  the  presence  of 
a  naked  flame,  ignite  or  explode. 

The  temperature  at  which  this  phenomenon  occurs 
is  cafled  flashing  point  or  flash  point.  It  is  determined 
by  sj)ecial  apparatus  for  this  purpose.     It  is  clear  that 

91 


STOWAGE     AND     DANGEROUS     CARGO 


the  lower  the  flashing  point  of  a  liquid,  the  greater  the 
danger.  The  flashing  points  of  different  substances 
vary  very  much:  Thus,  ether  and  bisulphide  of  car- 
bon ignite  at  4  degrees  F.,  alcohol  at  the  ordinary 
tem})erature  of  57  to  68  degrees  F.,  olive  oil  at  above 
419  degrees  F. 

There  is  only  a  comparatively  small  number  of 
liquids  whose  flashing  points  have  been  ascertained. 
It  would  be  useful  to  determine  this,  at  least  in  the 
case  of  all  products  frequently  met  with  in  commerce. 

Where  the  flashing  point  is  not  known,  some  indica- 
tion of  the  degree  of  danger  may  be  found  in  the  boil- 
ing point.  If  this  is  low,  for  example  under  118  de- 
grees F.,  caution  is  very  necessary,  for  it  is  evident 
that  even  if  the  gases  given  off  by  the  liquid  when 
boiling  are  not  inflammable,  their  emission  must  in- 
jure the  packing  material  and  the  goods  around  the 
liquid. 

Inflammable. 

Inflammable  bodies  are  those  that  may  be  fired  by 
sparks,  such  as  straw,  hay,  turf,  pulp,  etc.  These  are 
of  the  least  dangerous  class. 

They  can  be  rendered  almost  harmless  by  being 
transported  in  packages,  or  at  least  by  being  subjected 
to  hydraulic  pressure,  in  such  a  way  as  to  give  no 
chance  to  flame  or  sparks. 

Substances  capable  of  gathering  heat  and  of  igniting 
by  reason  of  the  organic  bodies  which  they  impregnate, 
such  as  fats  and  oils  packed  in  cotton  waste. 

Mention  may  here  be  made  of  substances  such  as  the 
bichromates  of  potassium  and  sodium,  which,  though 
presenting  no  difficulties  so  far  as  they  themselves  are 

92 


DANGEROUS     CARGO 


concerned,  render  paper,  for  instance,  very  readily  in- 
flammable when  impregnated  with  them.  One  in- 
stance where  goods  were  damaged  by  sea  water  was  of 
some  barrels  containing  bichromate  of  sodium.  These 
barrels  had  been  made  a  little  damp  by  the  sea  water, 
with  the  result  that  the  packing  paper  with  which  the 
interiors  of  the  casks  were  lined  had  become  impreg- 
nated with  the  bichromate.  Xow  this  paper,  thus  im- 
pregnated, was  much  more  inflammable  than  ordinary 
paper,  and  constituted  a  greater  danger  by  reason  of 
this  secondary  cause. 

A  few  words  may  here  be  said  regarding  nitrate  of 
soda,  a  chemical  manure  which  to-day  gives  rise  to 
very  important  transactions.  Despite  a  rather  wide- 
spread idea  to  the  contrary,  nitrate  in  itself  presents 
no  danger.  It  will  not  even  take  fire,  and  one  may 
plunge  hot  iron  into  it  without  harmful  results.  But 
since  nitrate  is  always  more  or  less  damp,  and,  further, 
since  it  absorbs  moisture  from  the  air,  it  impregnates 
the  bags  in  which  it  is  packed,  and  these  bags  when  they 
become  dry  again  are  very  inflammable. 

Substances  the  dust  of  tchich  is  inflammable,  as  colo- 
phony and  naphthalene. 

Substances  tchich  under  normal  conditions  present 
no  difficulties,  but  which  under  certain  circumstances 
may  give  off  combustible  or  explosive  gases. 

Of  such  I  may  name  iron  filings  or  granulated  iron, 
which  by  reason  of  dampness  may  give  off  hydrogen,  a 
combustible  and  explosive  gas;  calcium  carbide,  which 
by  the  same  medium  produces  acetylene,  which  is  both 
poisonous  and  explosive;  chloride  of  lime,  which  may 
become  dangerous  when  closely  confined. 

Substances  which  are  inflammable  at  or  below  ordi- 
nary temperatures  in  the  presence  of  a  flame. 

93 


STOWAGE     AND     DANGEROUS     CARGO 


It  is  not  practical  to  state  what  temperature  may  be 
regarded  as  a  limit,  but  it  is  not  exaggerating,  prob- 
ably, to  say  that  all  substances  that  ignite  at  below 
120  degrees  F.  in  the  presence  of  a  flame  are  more  or 
less   dangerous. 

As  far  as  the  author  is  aware,  the  temperature  has 
never  been  methodically  taken  in  the  holds  and  hottest 
parts  of  ships.  It  is  certain  that  these  temperatures, 
especially  in  tropical  regions  (and  in  the  absence  or  in- 
sufficiency of  ventilation),  often  rise  in  a  wholly  abnor- 
mal manner. 

A  serious  study  of  this  question  of  temperatures  on 
board  ship,  and  especially  in  the  holds,  would  seem  to 
be  eminently  desirable. 

Substances  which  ignite  when  heated  to  a  certain 
temperature  without  the  presence  of  a  naked  flame. 

Substances  spontaneously  inflammable,  i.e.,  inflam- 
mable in  themselves  and  without  the  presence  of  a 
naked  flame. 

Such  are,  for  instance,  white  phosphorus  when  not 
kept  under  water  and  soot  freshly  prepared.  These 
substances  are  the  most  dangerous  in  this  class. 

Even  more,  perhaps,  than  in  the  case  of  evil-smelling 
merchandise  will  the  term  "dangerous,"  as  applied  to 
poisonous  merchandise,  seem  an  exaggeration  when- 
ever there  is  no  question  of  gaseous  emissions;  but  the 
reader  will  be  able  to  judge  for  himself. 

Poisonous  Merchandise. 

The  most  dangerous  goods  are,  of  course,  those  that 
give  off  poisonous  gases.  Ferro-silicon,  for  example, 
which,  when  acted  on  by  shock  and  dampness,  gives 
off  phosphoretted  and  arseniuretted  hydrogen.     Since 

94 


DANGEROUS    CARGO 


we  have  had  to  regret  its  numerous  victims,  the  dan- 
gers of  ferro-silicon  have  been  made  fully  known,  and 
most  people  are  now  aware  of  the  fact  that  this  sub- 
stance is  capable  of  giving  off  poisonous,  inflammable 
and  explosive  gases.  It  is,  however,  interesting  to 
note  that  after  the  first  accidents,  several  years  passed 
before  the  public  was  made  fully  acquainted  with  the 
causes. 

Poisonous  substances,  whether  solid  or  liquid,  are 
dangerous  only  in  so  far  as  they  get  loose  from  their 
packing  and  impregnate  other  products,  or  come  into 
contact  with  humans.  Not  infrequent  are  the  cases  in 
which  aniline  dyes  taint  products  intended  for  con- 
sumption, as,  for  instance,  grain.  Special  mention 
should  be  made  of  products  which  are  poisonous  when 
absorbed  by  the  skin ;  for  example,  carbolic  acid.  Fatal 
accidents  have  been  caused  by  this  property.  (See 
U.  S.  Government  Reports.) 


Explosive  Bodies. 

Substances  in  themselves  explosive;  i.e.,  spontane- 
ously explosive.  These  are,  of  course,  the  most  dan- 
gerous. Some  examples  are,  the  copper  and  silver  salts 
of  acetylene. 

Substances  explosive  by  reason  of  decomposition, 
such  as  picric  acid  and  nitro-compounds. 

Substances  which  are  explosive  when  mixed  with 
others;  i.e.,  iodine  mixed  with  ammonia. 

Substances  explosive  when  subjected  to  fire,  to  fric- 
tion, shocks  or  blows.  Examples:  "Bengal  fireworks, 
and  nitroglycerine." 

95 


STOWAGE    AND    DANGEROUS     CARGO 

Odorous   or   Evil-smellixg   Merchandise. 

Here,  as  in  the  case  of  corrosive  products,  the  de- 
gree of  danger  depends  on  the  packing. 

The  word  dangerous  when  used  in  connection  with 
strong  smells  may  seem  an  exaggeration,  and  should 
be  replaced  by  the  word  troublesome;  it  must  be  ob- 
served, however,  that  besides  merchandise  which  has  a 
disagreeable  or  even  a  nauseating  smell,  there  are  sub- 
stances which  emit  asphyxiating  or  anesthetic  gases, 
as,  for  instance,  bromine  and  chloroform.  Others, 
again,  such  as  chloride  of  lime,  give  off  discoloring 
gases.  As  in  the  former  case,  the  degree  of  danger 
is  conditioned  to  a  very  considerable  extent  on  the  same 
factors,  heat  and  water.  In  general,  it  may  be  said 
that  high  temperatures  favor  the  emission  of  gases. 

Corrosive  or  Caustic  Merchandise. 

The  extent  to  which  these  products  are  dangerous 
clearly  depends  on  the  manner  in  which  they  are 
packed.  If  this  gives  a  complete  security  against  re- 
sistance, the  danger  is  nil.  We  know,  however,  to  what 
risks  merchandise  on  board  ship  is  liable,  even  when 
packed  mider  the  best  of  conditions.  It  is  obvious, 
also,  that  corrosive  solid  products,  such  as  hydrates  of 
potassium  and  sodium,  are  much  less  dangerous  than 
the  liquid  products  such  as  the  mineral  acids. 

The  corrosive  or  caustic  products  in  the  solid  state 
work  their  full  effects  only  when  they  come  in  contact 
with  water.  Several  of  them  under  these  circumstances 
become  strongly  heated,  and  thus  present  another  dan- 
gerous side.  As  examples,  I  will  name  quicklime, 
phosphoric  anhydride  and  anhydrous  sulphuric  acid. 

Others  when  in  contact  with  water  give  off  corrosive 
acid  vapors;  this  is  the  case  with  chloride  of  benzol. 

96 


'DANGEROUS     CARGO 


The  following  is  a  summary  in  tabular  form  of  the 
classification  of  Dangerous  Cargo.  The  numbers  in 
brackets  answer  to  the  numbers  in  brackets  appearing 
in  the  list  of  substances  on  page  91  and  following. 

(1)  Inflammable: 

(a)  Spontaneously; 

(b)  Taking  fire  by  sparks; 

(c)  Generating    heat    when    impregnating    or- 

ganic products; 

(d)  Whose  dust  is  inflammable; 

(e)  Giving  off  combustible  or  explosive  gas; 

(f)  In  the  presence  of  flame; 

(g)  When  heated  without  the  presence  of  flame. 

(2)  Poisonous  Merchandise: 

(3)  Explosive: 

(a)  By  decomposition; 

(b)  By  fire,  friction,  blows,  shock,  etc.;  j 

(c)  Spontaneously; 

(d)  When  mixed  with  other  bodies. 

(4)  Odorous  or  Evil-smelling  ISIerchandise. 

(5)  Corrosive  or  Caustic  Merchandise. 

It  is  obvious,  however,  that  apart  from  this  classifi- 
cation there  may  be  substances  which  deserve  attention, 
although  they  may  present  less  danger  and  be  met  with 
less  frequently  than  those  described  above.  For  exam- 
ple, merchandise  capable  of  tainting  the  goods  in  its 
immediate  neighborhood,  such  as  aniline  oil;  merchan- 
dise that  is  hygroscopic  (attracting  water)  or  deli- 
quescent, as  calcium  chloride  and  nitrate  of  lime,  and 

97 


STOWAGE    AND    DANGEROUS     CARGO 

which  may  therefore  come  out  of  its  receptacle  if  the 
latter  is  not  very  tight. 

There  are  also  substances  whose  fusing  points  are 
low,  and  which  must,  therefore,  be  kept  in  cool  places, 
or  at  least  not  at  high  temperatures;  i.e.,  oleic  acid, 
which  melts  at  57  degrees  F. 

Lastly,  we  must  consider  products  which  are  danger- 
ous in  case  of  a  conflagration;  these  include  all  those 
that  feed  the  flames  and  which,  without  being  in  them- 
selves troublesome,  may  become  the  secondary  cause 
of  a  disaster. 

Example:  Fire  breaks  out  in  a  barrel  of  benzine  in 
the  neighborhood  of  which  steel  rails  have  been  placed; 
the  flames  find  no  food,  and  danger  is  easily  averted. 
But  if,  instead  of  rails,  the  barrel  of  benzine  is  sur- 
rounded by  nitro-compounds — straw,  wood,  or  some- 
thing similar — there  will  be  such  a  fire  as  it  will  be  very 
difficult  to  overcome. 

Basic  Principles. 

Before  deciding  to  publish  this  book,  the  Author 
hesitated  not  a  little.  What  should  be  done  to  give 
the  maximum  of  satisfaction  to  all?  How  could  this 
book  be  made  complete  without  being  too  long?  What 
means  were  there  to  render  it  at  once  popular  and 
scientific  ? 

The  first  idea  was  to  name  all  negotiable  products, 
i.e.,  those  which  are  the  subjects  of  trade  of  some  im- 
portance, and  to  say  of  each  whether  it  is  or  is  not  in 
any  way  troublesome,  and  whether  it  is  or  is  not  dan- 
gerous. Business  practice,  indeed,  always  asks  for  a 
short  and  categorical  reply,  and  needs  only  to  know 
whether  there  is  danger  or  not.  It  was  soon  necessary 
to  give  up  this  idea  of  naming  all  products,  for,  if  not 

98 


DANGEROUS     CARGO 


entirely  unattainable,  it  presents  difficulties  almost  im- 
possible to  surmount,  because  of  the  immense  number 
of  products,  which,  moreover,  increase  daily,  especially 
on  account  of  the  present  war.  Therefore  the  list  was 
limited  solely  to  dangerous  merchandise.  A  product 
which  does  not  occur  upon  this  list  probably  presents 
no  danger,  but  of  this  one  cannot  be  absolutely  certain, 
for  no  one  will  ever  be  able  to  know  the  result  of  plac- 
ing one  substance  in  close  proximity  to  some  other  un- 
til taught  by  experience. 

After  these  words,  it  will  perhaps  seem  surprising 
that  the  following  list  contains  certain  products  which 
are  not  the  subjects  of  regular  commercial  transactions, 
and  which  have,  so  to  speak,  only  a  scientific  interest. 
As  to  this,  it  is  only  necessary  to  say  that  many  of 
these  products  have,  to  the  Author's  knowledge,  been 
forwarded  as  samples,  and  it  seems  proper  that,  when 
one  is  concerned  with  very  dangerous  products,  the  in- 
formation should  be  as  complete  as  possible. 

For  the  most  part,  these  articles  belong  in  the  cate- 
gory of  chemical  products,  but  some  exceptions  have 
been  made  in  the  case  of  important  articles,  on  the 
subject  of  which  it  is  extremely  necessary  to  have 
information. 

As  far  as  possible,  collective  names,  such  as  alkaloids, 
pharmaceutical  products,  chemical  manures,  aniline 
dyes,  etc.,  have  been  avoided.  If,  however,  the  list 
contains  a  few  of  those  most  frequently  used,  it  is  prin- 
cipally because  it  is  desirable  to  repeat  several  times  in 
the  text  that  this  grouping  seemed  too  indefinite  and 
that  an  exact  and  complete  terminology  must  always 
be  required. 

A  word  as  to  terminology  and  orthography:  It  was 
necessary  to  use  as  many  synonyms  as  possible,  and  the 

99 


STOWAGE     AND    DANGEKOUS     CARGO 


mention  of  names  entirely  chemical  and  non-commer- 
cial, such  as  dimethyl-ketone  for  acetone,  dioxide  of 
carbon  for  carbonic  acid,  may  seem  unnecessary,  but 
experience  has  shown  that  the  latter  terms  are  some- 
times used  to  conceal  the  real  nature  of  a  product. 

Desiring  to  have  the  synonyms  as  complete  as  pos- 
sible, some  double  names  with  their  inversions  have 
been  included,  as  sulphate  of  copper  and  copper  sul- 
phate, to  facilitate  the  use  of  the  index. 


Conclusion. 

Before  closing,  the  reader's  indulgence  is  asked  in 
pointing  out  that  it  is  not  sufficient  to  read  the  notes 
in  which  the  various  articles  of  merchandise  are  de- 
scribed; they  must  also  be  interpreted,  for  it  should 
not  be  forgotten  that  this  book  is  intended  for  very 
different  categories  of  persons  concerned  with  the 
subject  and  no  responsibility  must  attach;  where  the 
Author  might  appear  too  strict  to  one,  another  might 
think  him  too  lenient. 

The  three  points  essential  above  all  things  to  be  con- 
sidered are  the  following: 

(a)  The  physical  state  of  the  product  (liquid,  solid 
or  gas). 

(b)  How  it  is  packed;  in  glass,  barrel,  can,  etc.  (it 
is  scarcely  necessary  to  say  that  iron  drums  must  always 
be  open  to  suspicion). 

(c)  How  it  is  stowed. 

It  is  obvious  that  this  latter  may  be  done  carefully 
or  not;  the  goods  may  be  packed  level  or  otherwise; 
they  may  be  isolated  or  not;  dangerous  contact  may 

100 


DANGEROUS     CARG'O 


be  avoided  or  not;  the  temperature  may  or  may  not 
be  considered,  and  so  forth. 

One  cannot  be  too  strict  with  regard  to  the  declara- 
tions to  be  made  by  the  producers  or  shippers,  both  as 
regards  to  exact  terminology  and  as  to  the  nature  and 
characteristics  of  the  product.  No  one,  of  course,  can 
be  better  informed  on  the  subject  than  the  producer, 
and  it  is  on  him  that  the  final  responsibility  should 
always  fall. 

On  the  other  hand,  the  decisions  of  the  law  courts 
have  proved  that  if  the  producer  has  concealed  nothing 
as  to  the  nature  of  his  merchandise,  no  responsibility 
can  be  imputed  to  him,  but  all  must  rest  on  the  trans- 
porter. Hence,  in  many  cases,  it  is  recommended  that 
the  producer  be  required  to  furnish  a  declaration  cer- 
tifying that  the  goods  are  not  dangerous. 

It  is  true  that  this  certificate  w^ill  not  prevent  acci- 
dents, but  it  will  often  serve  to  cover  losses  caused  by 
imprudence  of  those  concerned,  and  will  tend  to  make 
the  producer  exceedingly  careful  in  his  statements. 


101 


i^TCWAGE     AND    DANGEROUS     CAEGO 


DANGEROUS    MERCHANDISE 

The  numbers  in  parentheses  indicate  the  classes  as 
defined  on  page  91. 


Acetaldehyde  (1) 
Acetate  ethyl  (1) 
Acetate  of  lead   (3) 
Acetate  methyl  (1) 
Acetate  of  sodium  (3) 
Acetic  acid   (3-4-5) 
Acetic  acid,  glacial  (5) 
Acetic  aldehyde  (1) 
Acetic  anhydride  (3-4-5) 
Acetic  ether  (1) 
Acetone  (1) 
Acetyl  chloride   (1-5) 
Acetyl  dioxide  (3) 
Acetylene  gas  (1) 
Acetylene  (2) 
Acetyl  oxide  (3-4-5) 
Acetyloid  (3) 
Acetyl  peroxide  (3) 
Acid,  carbolic  (5) 
Acid,  formic  (5) 
Acid,  hydrocyanic  (5) 
Acid,  hydrofluoric  (5) 
Acid,  mixed  (5) 
Acid,  muriatic  (5) 
Acid,  nitrating  (5) 
Acid,  pot.  chromate  (2) 
Acid,  nitric  (5) 
Acid,  oxalic  (5) 


Acid,  phosphoric  (5) 
Acid,  picric  (5) 
Acid,  sulphuric  (5) 
Acid,  valerianic  (5) 
Albo-carbon  (1-4) 
Alcarsin  (1) 
Alcohol  (1) 
Aldehyde  (1) 
Alcohol,  grain  (1) 
Alcohol  of  sulphur  (1) 
Alcohol,  wood  (1) 
Alkaloids  (2) 
Alphanaphthylamine  ( 4 ) 
Aluminium  chloride  (5) 
Aluminium  carbide  (3) 
Aluminum  paint  (1) 
Aluminium  triethyl  (1) 
Aluminium  trimethyl    (1) 
Aluminium  tripropyl  (1) 
Amidobenzene  (2) 
Amidotoluene  (1) 
Amidonaphthalene  (4) 
Ammonia,  anhydrous  (3) 
Ammonia   (4-5) 
Ammonia  gas  (3) 
Ammonium  carbonate 
(4) 


102 


DANGEROUS     CAEGO 


Ammonium  hydroxide 

(4-5)  _ 
Ammonium  nitrate  (3) 
Ammonium  perchlorate 

(3) 
Ammonium  perman- 
ganate (3) 
Ammonium  picrate  (3) 
Ammonium  sulphydrate 

(5) 
Ammoniumsulphides   ( 5 ) 
Axnmorphous  phosphorus 

(1) 

Ammunition   ( 3 ) 
Amorces  (3) 
Amyl  acetate  (1) 
Amyl  alcohol   (1-4) 
Amyl  nitrate  (3) 
Anhydrous  acetic  acid 

(3-4-5) 
Anhydrous  alcohol   (1) 
Anhydrous  vinegar 

(3-4-5) 
Anhydrous  phosphoric 

acid   (5) 
Aniline  (2) 


Antimony 
Antimony 
Antimony 
Antimony 

(3) 
Antimony 

Antimony 

Antimony 


ashes  (2) 
chlorides  (5) 
fluoride  (5) 
perchlorate 

salts  (5) 
triethyl  (1) 
trimethyl  (1) 


Aqua  anmionia  (4-5) 
Aquafortis  (5) 
Arcanson  (1) 
Arsenic    (2) 
Arsenic  acids   (2-5) 
Arsenic  anhydride  (2) 
Arsenic  chloride  (5) 
Arsenic  disulphide  (2) 
Arsenic  trioxide   (2) 
Arsenic  trisulphide  (2) 
Arsenious  acid  (2) 
Arsenious  anhydride  (2) 
Arsenious  sesquioxide 

(2)  ;      . 
Artificial  amber  (1) 
Assafetida  (4) 
Atropine  (2) 


B 


Barium  chlorate  (3) 
Barium  hydrate   (5) 
Barium  nitrate   (5) 
Barium  perchlorate  (3) 
Bengal  flames  (3) 
Bengal  fireworks  (3) 
Benzaldehyde   (1-4) 


Benzene  chloride  (1) 
Benzene  dichloride   (1) 
Benzene  phenol  (3-4-5) 
Benzol  (1) 
Benzine  (1) 
Benzine  oil  (1) 
Benzol  chloride  (1) 


103 


STOWAGE     AND     DANGEROUS     CARGO 


Benzoline  (1) 
Benzoliodide  (1) 
Benzol  trinitrol  (3) 
Benzylene  chloride  (1) 
Betanaphthol  (4) 
Beryllium  ethyl  (1) 
Bichrome   (2) 
Bichloride  of  mercury  (2) 
Bichloride  of  tin  (5) 
Bicromate  of  potassium 

(2) 
Bismuth  ethylchloride  ( 1 ) 
Bismuth  triethyl   (1) 
Bisulphide  of  carbon 

(1-4)^ 
Bisulphite  of  calcium 

(4-5)^ 
Bisulphite  of  sodium 

_(4_-5) 
Bitnitrotoluol  (3) 
Bitter  almond  oil  (1-4) 
Bituminous  mastic  (1) 
Black  carbon  ( 1 ) 
Blacking  (1) 


Black  powder  (3) 
Blasting  caps  (3) 
Blau  gass  ( 1 ) 
Bleaching  powder  (5) 
Bleaching  lime  (4-5) 
Blood,  dried   (4) 
Blue  billy  (4) 
Blue  copperas  (2) 
Bluestone   (2) 
Blue  vitriol   (2) 
Boron,  amorphous  (1) 
Boron  triethyl  (1) 
Brimstone  (1) 
Bromates   (3) 
Bromide  of  hydrogen 

(4-5) 
Bromine  (5) 
Brown  resin  (1) 
Brownstone  (5) 
Bronzing  liquids  (1) 
Bronze  powders  (3) 
Butyric  acid  (4-5) 
Butyric  ether  (1) 


Cacodyl  dioxide  (1) 
Cacodyl  sulphide  (1) 
Cadmium  chlorate  (3) 
Canadol  (1) 
Calcium   (1) 
Calcium  carbide  (3) 
Calcium  hypochlorite 

(4-5) 
Calcium  muriate  (4) 


Calcium  oxide  (5) 
Calcium  phosphide  (1) 
Calcium  silicate  (1-3) 
Calicium  bisulphite  (4-5) 
Calicium  hydroxide  (5) 
Calicium  sulphite  (4) 
Calomel  (2) 
Carbolic  acid  (3-4-5) 
Carbolineum  (4) 


104 


DANGEROUS     CARGO 


Carbonate  of  ammonia 

Carbon  bisulphide  (1-4) 
Carbon  bisulphuret    (1-4) 
Carbon  black  (1) 

Carbonic  anhydride  (3) 
Carbonitric  acid  (3) 
Carbides  (4) 
Carbide  of  calcium  (3) 
Carbide  of  copper  (2) 
Carbide  of  gold  (3) 
Carbide  of  iron  (1) 
Carbide  of  potassium  (3) 
Carbide  of  sodium  (2) 
Carbide  of  uranium  (3) 
Carbonate  of  potassium 

(5) 
Carbonyl  chloride  (3) 
Carburets  (4) 
Carburet  of  calcium  (3) 
Carburetted  hydrogen  (3) 
Carburet  of  iron  (1) 
Caustic  ammonia  (4-5) 
Caustic  potash  (5) 
Caustic  soda  (5) 

Cellulose  hexanitrate  (3) 
Celloidin   (1) 
Celluloid    (scrap)    (1) 
Celluloid    (1) 
Cement  (rubber)    (1) 
Ceruse  (2) 
Charcoal  (loose)    (1) 
Chile  saltpetre  (5) 
Chloracetic  acid  (5) 
Chlorates  (general)   (3) 


Chlorate  of  barium  (3) 
Chlorate  of  magnesium 

(3) 
Chlorate  of  mercury 

(2-3) 
Chlorate  of  strontium 

(3) 
Chloride  acetyl  (1-5) 
Chloride  of  arsenic  (5) 
Chloride  of  benzojd   (4) 
Chloride  of  calcium  (4) 
Chloride  of  carbon  (4) 
Chloride  of  hydrogen  (5) 
Chloride  of  lime  (4-5) 
Chloride  nitrosyl  (3) 

Chloride  of  phosphorus 

(4) 

Chloride  of  silicon  (4) 
Chloride  of  sulphur  (4-5) 
Chloride  of  tin  (5) 
Chloride  of  zinc   (2-5) 
Chloroform  spirit  (4) 
Chlorobenzene  (1-4) 
Chloroethyl  (1) 
Chlorotuolene  (4) 
Chloric  acid  (1-5) 
Chlorine  gas  (3) 

Chlorsulphonic  acid  (5) 
Chromates  (1) 
Chromic  acid  (5) 
Chromic  anhydride  (5) 
Chromium  trioxide  (5) 
Cinnabar  (2) 
Coal  tar  camphor  (1) 
Coal  tar  naphtha  (1-3) 


105 


STOWAGE    AND    DANGEROUS     CARGO 


Coal  tar  oil  (1) 
Cobalt  (powder)    (1) 
Collodium  (1) 
Colloxylin  (1) 
Colophony   (dust)    (1) 
Cotton  powder  (3) 
Colored  fires  (3) 
Copper  carburet  (2) 
Copper  chlorate  (3) 
Copper  pigments   (2) 
Copper  pyrite  (1) 
Corrosive  sublimate  (2) 
Crampdrop  (1) 


Creoline  (4) 
Cresols  (4) 
Creosote   (3-4-5) 
Creosote  oil  (1-4-5) 
Creosote  sulphite  (1-4-5) 
Crude  oil  (1) 
Cumene  (1) 
Cyanides  (2) 
Cyanamide  of  calcium  (1) 
Cyanide  of  potassium 

(2) 
Cyanide  of  sodium   (2) 
Cymogen  (1) 


D 


Denatured  alcohol  (1) 
Dichlorbenzene  (1) 
Dichlorbenzol  (1) 
Dimethylbenzenes  (1) 
Dimethoxystrychnine  (2) 
Dinitrobenzol  (1) 
Dinitrocresol   (1) 
Dinitronaphthalene  ( 1 ) 
Dinitraniline   ( 1 ) 
Dinitrotoluene  (1) 
Dinitrophenols  (1) 
Dioxide  of  acetyl  (3) 


Dioxide  of  carbon  (3) 
Dioxide  of  potassium  (1) 
Dioxide  of  sodium  (1) 
Dioxide  of  sulphur  (3) 
Dipropargyl  (4) 
Disulphide  arsenic  (2) 
Disulphide  of  carbon 

(1-4)^ 
Disulphide  of  iron  (1) 
Dissolved  rubber  (1) 
Dross  (lead)    (1) 
Dynamite  (3) 


E 


Erythrite  nitric  ether 

(1-3) 
Essence  of  mirbane  (4) 

Essence,  petrol  (1) 

Essence  of  resin  (1) 

Ether  (1) 


Ethereal  oils  (1) 
Ether  petroleum   (1) 
Ether  of  vinegar  (1) 
Ethidene  diethyl  ether 

(1) 

Ethidene  lactic  acid  (5) 


106 


DANGEROUS     CARGO 


Ethyl  alcohol  (1) 

Ethyl  aldehyde  (1) 
Ethvlchloride  of  bismuth 

(i) 

Ethyl  ether  (1) 

Ethyl  hydroxide  (1) 

Ethyl  mucaptare  (4) 


Ethyl  niythylketone    (1) 
Ethyl  nitrate  (1) 
Ethyl  of  beryllium  (1) 
Ethyl  of  magnesium   (1) 
Ethyl  of  zinc  (1) 
Ethyl  sulphuric  acid  (5) 
Explosives   (3) 


Fatty  oils  (1) 
Ferric  chloride  (5) 
Ferric  nitrate   (o) 
Ferric  sulj^hate  (5) 
Ferric  sulphide  (1) 
Ferrosilicon  (1-3) 
Firedamp   (4) 
Fireworks  (3) 
Fish  guano  (4) 
Fluoride  of  antimony   (5) 
Fluoride  of  hydrogen   ( 5 ) 
Formaldehyde   (4-5) 


Formalin  (4-5) 
Formic  acid  (5) 
Formicaldehyde  ( 4-5 ) 
Formic  ether  (1) 
Formol  (4-5) 
French  polish  (1) 
Fulminate  of  gold  (3) 
Fulminate  of  mercury 

Fulminate  of  silver  (3) 
Fusel  oil  (1) 


G 


Gas,  ammonia  (3) 
Gasolene  (1) 

Glacial  acetic  acid  (3-4-5) 
Glycerine  nitrate  (3) 
Glyceroltrinitrate  (3) 
Gold  carbide  (1) 


Gold  carburet  (1) 
Gold  fulminate   (3) 
Green  hides   (4) 
Guncotton   (3) 
Gunpowder   (3) 


H 

Hexanitrate  of  cellulose        Hexanitrate  of  mannite 
(3)  (3) 

107 


STOWAGE     AND    DANGEROUS     CARGO 


Hexanitrodiphenylamine 

(1) 

Hydrate  of  barium  (5) 
Hydrate  of  potassium 

(5) 
Hydrobromic  acid  (4-5) 
Hydrochloric  acid  (5) 
Hydrofluoric  acid  (5) 
Hydrogen    (3) 
Hydrogen  bromide  (4-5) 
Hydrogen  chloride  (5) 
Hydrogen  dioxide    (3) 
Hydrogen  fluoride  (5) 
Hydrogen  iodide  (5) 
Hydrogen  peroxide  (3) 
Hydrogen  silicofluoride 

(5) 
Hydrogen  sulphate  (5) 


Hydroiodic  acid  (5) 
Hydrosulphide  of  ammo- 
nium (5) 
Hydrosulphide  of 

sodium  (5) 
Hydroxide  of  ammonium 

(4-5)  ^ 
Hydroxide  of  calcium  (5) 
Hydroxide  of  potassium 

(5) 
Hydroxide  of  sodium  (5) 
Hypochlorite  of  calcium 

(4-5) 
Hyponitrous  oxide  (3) 
Hypophosphite  of  calcium 

(1) 

Hypophosphite  of  sodium 

(1) 


Inactive  amyl  alcohol 

(1-4) 
Iodide  of  hydrogen  (5) 
Iodine  (4) 
Iodoform  (4) 
lodovosogen  (3) 
Iron  carbide  (1) 
Iron  carburet  (1) 
Iron  chloride  (5) 
Iron  disulphide  (1) 
Iron  in  powder  (1) 
Iron  nitrate  (5) 


Keroselene  (1) 


Iron  perchloride  (5) 
Iron  phosphide   (1) 
Iron  sulphide  (1) 
Isoamyl  nitrate  (3) 
Isoamyl  of  zinc  (1) 
Isobutyl  carbinol  (1-4) 
Isobutyl  carbolic  acid  (4) 
Isobutyl  of  zinc  (1) 
Isopentyl  alcohol  (1) 
Isopropyl  acetic  acid  (4) 
Isopropyl  benzene  (1) 
Isovaleric  acid  (4) 


K 


Kerosene  (1) 


108 


DANGEROUS     CARGO 


Lactic  acid  (5) 
Lacquer  varnish  (1) 
Lampblack  (1) 
Laughing  gas  (3) 
Lead  acetate  (2) 
Lead  oxide  (2) 
Lead  picrate  (3) 
Lead  pigments  (2) 
Lead  salts   (2) 
Lepone  (1) 


Ligrain  (1) 
Lignite  oil  (1) 
Liquid  air  (3) 
Liquid  ammonia  (4-5)] 
Liquefied  gases  (3) 
Litharge  (2) 
Liver  of  sulphur  (4)^ 
Lycopodium  (1) 
Lythene  (1) 


M 


Magnesium   ( 1 ) 
Magnesium  chlorate  (3) 
Magnesium  ethyl  (1) 
Magnesium  methyl   (1) 
Magnesium  nitrate  (5) 
Manganese  (5) 
Manganese  peroxide  (5) 
Maize  straw  (1) 
Mannite  hexanitrite  (3) 
Mannite  nitric  ether  (3) 
Marcasite  (1) 
Marsh  gas  (3) 
Metaphosphoric  acid  (5) 
Methane  (3) 
]Methyl  aldehyde   (4-5) 
JMethyl  alcohol  (1) 
Methylated  alcohol  (1) 
jMethyl  aniline  (1) 
JNIethyl  chloride  (1) 
jNIethylcarbinol  ( 1 ) 
Methyl  hydroxide  (1) 
Methyl  hydryde  (3) 


JMethyl  of  magnesium: 

INIethyl  nitrate  (3) 
Methyl  of  zinc  (1) 
Methylbenzenes  (1) 
Methylbenzol  (1) 
Methylphenols  (4) 
Mercuric  sulphide  (2) 
Mercurous  chlorate   (3) 
JNIercurous  chloride  (2) 
Mercury  chloride  (2) 
Mercury  fulminate  (3) 
ISIercury  monochloride 

(2)    " 
Mercury  subchloride  (2) 
Mercury  sulphide  (2) 
Mercury  sulphuret  (2) 
Mercury  perchloride   (3) 
Mild  muriate  of  mercury; 

(2) 
Mineral  acids  (5) 
Mineral  naphtha  (1) 


109 


STOWAGE     AND    DANGEROUS     CARGO 


Monochlorbenzene  (1) 
Monochlorbenzol  (1) 
Monochlorethane  (1) 
Monochloride  of  mercury 

(2) 
Monochlormethane  (1) 
Monoiodbenzene  (1) 


Monoiodbenzol  (1) 
Morphine  (2) 
Motor  spirit  (1) 
Muriatic  acid  (5) 
Muriate  of  aniline  (2) 
Muriate  of  calcium  (1) 
Muriate  of  zinc  (2-5) 


N 


Naphthalene  (1-4) 
Naphtha  (1) 
Naphthaline  (1-4) 
Naphthtylamine  (4) 
Natural  asphalt  (1) 
Nitranihne  (1) 
Nitrate  of  barium 

(barji;a)    (5) 
Nitrate  of  calcium  (lime) 

(5) 
Nitrate  of  ethyl  (1) 
Nitrate  of  glycerine   (3) 
Nitrate  of  iron  (5) 
Nitrate  of  lead  (5) 
Nitrate  of  magnesium 

(magnesia)    (5) 
Nitrate  of  methyl  (3) 
Nitrate  of  potassium 

(potash)    (3) 
Nitrate  of  soda  (1) 
Nitrate  of  sodium  (soda) 

(5) 
Nitrate  of  strontium 

(strontia)    (5) 
Nitrating  acid  (5) 
Nitrating  liquid  (5) 


Nitre  (3) 
Nitre  cake  (5) 
Nitric  acid  (5) 
Nitric  methylester  (5) 
Nitride  of  silver   (3) 
Nitrite  of  methyl  (1) 
Nitrite  of  potassium 

(potash)    (3) 
Nitrite  of  sodium  (soda) 

(3) 
Nitrobenzol  (1-4) 

Nitrocellulose  (3) 
Nitrochlorbenzene  ( 1 ) 
Nitro  compounds  (1) 
Nitro  compounds  of 

starch  (3) 
Nitrocresol  (1) 
Nitrodimethylbenzene   ( 1 ) 
Nitroerythrite  (1-3) 
Nitroerythroglucin   (1-3) 
Nitroerythrol  (1-3) 
Nitroform  (1) 
Nitrogen  (3) 
Nitrogen  monoxide  (3) 
Nitroglycerine  (3) 
Nitroguanidine  (1) 


110 


DANGEROUS    CARGO 


Nitrolim  (1) 
Xitromannite  (3) 
Xitromannitol  (3) 
Nitromuriatic  acid  (5) 
Nitronaphthalene  ( 1 ) 
Xitronaphthols  (3) 
Xitrophenesic  acid  (3) 
XitroiDhenols  (1) 
Xitrophycite   (1-3) 
Xitrosaccharose   (3) 
Xitrosophenol  (3) 
Xitrosugar  (3) 


Xitrosylchloride  (5) 
Xitrotoluene  ( 1 ) 
Nitrous  amylester  (3) 
Nitrous  ether  (1) 
Nitrous  ethylester  (1) 
Nitrous  niethylester  (1) 
X^itrous  oxide  (3) 
X'itroxylene   (1) 
Nordhausen  sulphuric 

acid  (5) 
Nottingham  white  (2) 


O 


Oil  of  mirbane  (2-4) 
Oil  of  mustard    (volatile) 

(4-5) 
Oil  of  turpentine  (4-5) 
Oil  of  vitriol  (5) 
Ordinary  lactic  acid  of 

fermentation   (5) 
Ordinary  phosphorus  (1) 
Orpiment  (2) 
Orthophosphoric  acid  (5) 
Oxalate  of  silver  (3) 
Oxalic  acid  (2-4) 


Oxide  of  calcium  (5) 
Oxide  of  lead  (2) 
Oxidirtes  salzaures  natrim 

Oxyalic  acid  (2) 
Oxydirtes  salzsaures 
kalium  (kali)    (3) 
Oxygen  (3) 
Oxygenized  water  (3) 
Oxymethylene  (5) 
Oxy propionic  acid  (5) 
Oxytoluenes  (4) 


Paint,  aluminum  (1) 
Palmitric  acid  (3) 
Paper  chips  (1) 
Paper  vestas  (1) 
Paraffin  (1) 
Paraffin  matches  (1) 
Paraffin  oil  (1) 


Paraformaldehyde  (4) 
Paraldehyde  (1) 
Pearlash  (5) 
Pear  oil  (1) 
Peat  tar   (1) 
Pentabromide  of  phos- 
phorus (4) 


111 


STOWAGE    AND    DANGEROUS    CARGO 


Pentachloride  of  antimony 

(5) 

Pentachloride  of  phos- 
phorus (4) 

Perchlorate  of  ammonium 
(ammonia)   (3) 

Perchlorate  of  antimony 

(3) 
Perchlorate  of  barium 

(baryta)    (3) 

Perchlorate  of  mercury 

(3) 
Perchlorate  of  potassium 

(potash)    (3) 
Perchlorate  of  sodium 

(soda)    (3) 
Perchlorates  (3) 
Perchloric  acid  (3-5) 
Per  chloride  of  antimony 

(5) 
Perchloride  of  ethylidene 

(1) 

Perchloride  of  iron  (5) 
Perchloride  of  mercury 

(3) 
Perchloride  of  tin  (5) 
Percussion  caps  (3) 
Permanganate  of  ammo- 
nium (ammonia)    (3) 
Peroxide  of  acetyl  (3) 
Peroxide  of  hydrogen 

(3) 
Peroxide  of  manganese 

(5) 


Peroxide  of  potassium 

(potash)    (1) 
Peroxide  of  sodiimi 

(soda)    (1) 
Persulfate  (5) 
Petroleum   ( 1 ) 
Petroleum  ether  (1) 
Petroleum  naphtha  (1) 
Petroleum  spirit  (1) 
Petroline  matches  (1) 
Phenol   (3-4-5) 
Phosgene   (3) 
Phosphamines  (1) 
Phosphide  of  calcium  (1) 
Phosphide  of  strontium 

Phosphide  of  iron  (1) 
Phosphide  of  zinc  (1) 
Phosphines  (1) 
Phosphoric  acids  (5) 
Phosphoric  anhydride  (5) 
Phosphoric  bromide  (4) 
Phosphoric  chloride  (4) 
Phosphoric  syrup  (5) 
Phosphorus  acid  (5) 
Phosphorus  bases   (1) 
Phosphorus  chloride    (4) 

Phosphorus  oxychloride 

(5) 
Phosphorus  pentabromide 

(4) 

Phosphorus  pentachloride 

(4) 
Phosphorus  pentoxide(5) 

112 


DANGEROUS     CARGO 


Phosphorus  preparations 

(1) 

Phosphorus  trichloride 

(4) 
Phosphorus,  yellow  ( 1 ) 
Photogene  (1) 
Picrate  of  ammonium 

(anmionia)    (3) 
Picrate  of  lead  (3) 
Picrate  of  potassium 

(potash)    (3) 
Picrate  of  sodium  (3) 
Picrates   (3) 
Picric  acid  (3) 
Picryl  chloride  (1) 
Playing  matches  (1) 
Potash  (5) 
Potash  lye  (5) 
Potassium    ( 1 ) 
Potassium  bichromate 

(2)_ 
Potassium  carbide  (3) 
Potassium  carbonate    (5) 
Potassium  carburet   (1) 
Potassium  chlorate  (1) 
Potassium  chloride  (3) 
Potasshim  cyanide  (1) 
Potassium  cynide  (2) 
Potassium  dichromate 

(2) 


Potassium  dioxide  (1) 
Potassium  hydrate 

(potash)    (5) 
Potassium  hydride  (1) 
Potassium  hydroxide  (5) 
Potassium,  metallic  ( 1 ) 
Potassium  nitrate  (3) 
Potassium  perchlorate 

(3) 
Potassium  permanganate 

Potassium  peroxide  (1) 
Potassium  picrate  (3) 
Potassium  sulphides  (4) 
Powdered  iron  (1) 
Powdered  zinc  (1) 
Preparations  of  lead  (2) 
Propyl  of  zinc  (1) 
Prussic  acid  (5) 
Pyridine  (•!) 
Pyrite  (1) 

Pyro-acetic  spirit  (1) 
Pyroligneous  acid  (3-4-5) 
Pyroligneous  spirit  (1) 
Pyrophosphoric  acid   (5) 
Pyroxolo  (3) 
Pyroxylin    ( 3 ) 
Pyroxylin,  plastic  (3) 
Pyroxylin  solutions  (3) 


Quicksilver  perchlorate 

(8)    . 
Quicklime  (5) 


Q 


Quicksilver  fulminate  (3) 
Quinoline   (4) 


113 


STOWAGE     AND     DANGEROUS     CARGO 


R 


Realgar  (2) 

Red  chromate  of  potash 

(2) 
Red  lead  (2) 
Red  sulphide  of  mercury 

(2) 


Red  sulphuret  of  mer- 
cury (2) 
Resin  oil  (1) 
Rhigolene  (1) 
Rockets  (3) 
Rocket  signals  (3) 
Roman  candles  (3) 


Safety  matches  (1) 
Saltpetre  (3) 
Salts  of  atropine  (2) 
Salts  of  brucine  (2) 
Salts  of  daturine  (2) 
Salts  of  dinitronaphthol 

(3) 
Salts  of  lead  (2) 
Salts  of  mercury  (2) 
Salts  of  morphine  (2) 
Salts  of  strychnine  (2) 
Sawdust  (loose)   (1) 
Schrotter's  phosphorus  ( 1 ) 
Sesquicarbonate  of  ammo- 
nium (ammonia)    (4) 
Sesquichloride  of  iron  (5) 
Shale  oil    (1) 
Shale  tar   (1) 
Shellac  (1) 
Sherewood  oil  (1) 
Shoddy  (1) 
Signal  lights  (3) 
Silicon  chloride  (4) 
Silk  waste  (loose)   (1) 


Silver  fulminate  (3) 
Silver  nitride  (3) 
Silver  oxalate  (3) 
Slaked  lime  (5) 
Soda  (5) 
Soda  ash  (5) 
Soda  lye   (5) 
Sodium  acetate  (3) 
Sodium  bichromate  (2-5) 
Sodium  bisulphite  (4-5) 
Sodium  carbide  (3) 
Sodium  carbonate  (5) 
Sodium  carburet  (5) 
Sodium  chlorate  (3) 
Sodium  cyanide  (2) 
Sodium  dichromate  (2-5) 
Sodium  dioxide  (1) 
Sodium  hydrate  (5) 
Sodium  hydrosulphide 

(5) 
Sodium  hydroxide  (5) 

Sodium  hypophosphite 

.(1) 

Sodium  perchlorate  (3) 


114 


DANGEROUS     CARGO 


Sodium  peroxide  (1) 
Sodium  picrate  (3) 
Sodium  sulphhydrate   (5) 
Sodium  sulphides  (4) 
Solar  oil  ( 1 ) 
Solution  of  caustic  potash 

(5) 
Solution  of  caustic  soda 

(5) 
Solution  of  gutta-percha 

(1) 

Solution  of  India  rubber 

(1) 
Sparklets   (3) 

Spirit  (1) 

Spiritine  (1) 

Spirit  of  nitre  (5) 

Spirit  of  nitrous  ether 

(1-3) 
Spirit  of  petroleum  (1) 
Spirit  of  salammoniac 

(4-5) 
Spirits  of  salt  (5) 
Spirit  of  turpentine  (1) 
Spirit  of  wine  (1) 
Spirit  of  varnish  (1) 
Stannic  chloride  (5) 
Star  rain  matches  ( 1 ) 
Stearic  acid  (5) 
Sterisol   (4-5) 
Strong  acids  (5) 
Strontia  (5) 
Strontium  chlorate  (3) 
Strontium  nitrate  (5) 
Strontium  phosphide  (1) 


Stove  naphtha  (1) 
Subchloride  of  mercury 

(2) 

Sublimate  (2) 

Sugar  of  lead  (2) 

Superol    (3) 

Sulphate  of  hydrogen  (5) 

Sulphhydrate  of  ammo- 
nium (5) 

Sulphhvdrate  of  sodium 

(5)    " 
Sulphide  of  cacodyl  (1) 

Sulphide  of  carbon   (1-4) 
Sulphide  of  iron  (1) 
Sulphide  of  potassium 

(4) 
Sulphides  of  calcium 

(lime),  (4) 
Sulphur  chloride   (4-5) 
Sulphur  dioxide  (3) 
Sulphuric  acid  (5) 
Sulphuric  acid    (anhy- 
drous)   (5) 
Sulphuric  acid  (crystal- 
lized)   (5) 
Sulphuric  anhydride   (5) 
Sulphuric  ether  (1) 
Sulphur  monochloride 

Sulphurous  acid   (4-5) 
Sulphur  trioxide  (5) 
Sulphuryl  chloride  (5) 
Sulphuryl  hydroxychlo- 
ride  (5) 

115 


STOWAGE     AND     DANGEROUS     CARGO 


Sun  powder  (3) 
Swedish  black  (1) 


Sweet  spirit  of  nitre  ( 1 ) 
Syrian  bitumen  (1) 


Tar  oil  (1) 
Tar  pitch  (1) 
Terebenes  (1) 
Terpene  hydrate  (4) 
Tetrachloride  carbon 

(1-4) 
Tetranitronaphthalene 

(1) 

Tetranitrosaccharose  (3) 
Tin  butter   (5) 
Tin  chloride  (5) 
Tinders  (3) 
Tin  dust  (1) 
Tin  perchloride  (5) 
Tin  powder  (1) 
Tin  tetrachloride  (5) 
Toluene  (1) 
Toluidine  (ortho.)    (1) 
Toy  caps  (3) 
Tribromide  of  phosphorus 

(4) 
Trichloride  of  antimony 

(5) 
Trichloride  of  arsenic  (5) 

Trichloride  of  phosphorus 

(4) 

Trichlormethane  (4) 

Triethyl  of  aluminum  (1) 

Triethyl  of  antimony  (1) 

Triethyl  of  bismuth    (1) 


Triethyl  of  boron   (1) 
Triethylstibine   (1) 
Trimethyl  of  aluminum 

(1) 

Trimethyl  of  antimony 

(1) 

Trimethylstibine  ( 1 ) 
Trinitraniline   ( 1 ) 
Trinitrocarbolic  acid   (3) 
Trinitrocellulose  (3) 
Trinitrochlorbenzene  ( 1 ) 
Trinitrocresol  (1) 
Trinitromesitylene  ( 1 ) 
Trinitromethane  ( 1 ) 
Trinitronaphthalene  ( 1 ) 
Trinitrophenol  (3) 
Trinitrophloroglucin 

(1-3) 
Trinitropseudocumene 

(1) 

Trinitrotoluene  (1) 
Trinitroxylene  (1) 
Trioxymethylene   ( 4 ) 
Tripropyl  of  aluminum 

(1) 

True  lacquer  (1) 
Turpentine  (1) 
Turpentine  oil   (1) 
Turpentine  spirit  (1) 
Twist  (1) 


116 


DANGEROUS     CARGO 


Unslaked  lime  (5) 
Uranium  carbide  (3) 


U 


Uranium  carburet  (3) 


Valeric  acid  (4) 
Varnish  (1) 
Varnish  colors  (1) 
Vegetable  sulphur  (1) 
Venetian  turpentine  (1) 
Verdigris  (2) 
Vermilion  (2) 


Waste  of  celluloid  (1) 
Wax  vestas  ( 1 ) 
Westrumite  (4) 
White  arsenic  (2) 
White  phosphorus  (1) 


Xylenes  ( 1 ) 
Xylidine  (1) 
Xyloidin  (3) 


Vestas  (1) 
Vesuvians  (1) 
Vinegar  from  wood 

(3-4-5) 
Visconte   (3) 
Vitriol  (5) 


W 


Wire  powder  (3) 
Wood  naphtha  (1) 
Wood  spirit  (1) 
Wood  vinegar   (3-4-5) 
Wool  waste  (loose),  (1) 


X 


Xylols  (1) 
Xylonite  (1-3) 


Zinc  chloride  (4-5) 
Zinc  dust  (1) 
Zinc  ethyl  (1) 
Zinc  filings   (1) 
Zinc  powder  (1) 


Zinc  muriate  (4-5) 
Zinc  phosphide  (1) 
Zinc  jDropyle  (1) 
Zirconium  (1) 


117 


EXPLOSIVES 

A  CARGO    coming   under   this   heading   is   only- 
received  by  steamship  companies  under  special 
arrangements,  then  firmly  stowed  in  its  allotted 
space. 

Explosives  shipped  by  the  Government  are  divided 
into  three  groups,  which  are  sub-divided  into  divisions. 
A  label  will  be  affixed  to  each  package  denoting  the 
group  and  division  to  which  the  contents  belong. 

Explosives  for  naval  service  are  subject  to  the  same 
regulations  as  those  for  army  service,  but  are  to  be 
stowed  in  separate  magazines  or  partitioned-off  spaces. 
The  Shipping  Agents'  Surveyor  will  select  the  posi-  • 
tion  for  the  magazines,  and,  when  magazines  are  not 
required,  the  places  where  the  explosives  are  to  be 
stowed. 

The  magazines,  portable  magazines  or  boxes,  and 
partitioned-off  spaces  for  explosives  not  requiring 
magazines,  are  to  be  constructed  by  the  owners  at  their 
expense. 

The  construction  is  to  be  in  accordance  with  the 
specifications  given,  and  is  to  be  subject  to  the  approval 
of  the  Ordnance  Officer  of  the  Department  shipping 
the  store,  to  whom  the  owners  are  to  give  two  clear 
working  days'  notice  of  the  date  on  which  the  vessel 
will  be  ready  to  receive  the  explosives.  The  port  regu- 
lations for  the  shipment  of  explosives  are  to  be  ad- 
hered to. 

All  ships  with  wooden  masts,  conveying  any  quan- 
tity of  explosives  of  Group  I,  are  to  be  fitted  by  the 
owners  with  a  lightning  conductor  at  the  main,  and 

119 


STOWAGE     AND     DANGEROUS     CARGO 

with  additional  conductors  if  specially  ordered.  In 
the  case  of  ships  built  of  iron  or  steel,  and  having  iron 
or  steel  masts,  with  wire  rigging  from  the  mast  head 
making  direct  contact  to  tlie  hull,  lightning  conductors 
are  not  required  where  the  quantity  of  explosives  to  be 
carried  is  under  50  tons;  but  when  50  tons  or  over  are 
to  be  carried,  one  or  more  conductors  are  to  be  fitted, 
as  may  be  deemed  necessary  by  the  Surveyor. 

Lightning  conductors  are  not  required  in  the  case 
of  explosives  of  Groups  II  or  III. 

GROUP    I. 

(a)  The  explosives  comprised  in  Group  I — except 
as  provided  in  Section  (e) — are  to  be  placed  in  maga- 
zines to  be  built  in  accordance  with  the  specification, 
and  the  following  classification  denotes  how  they  are 
to  be  stowed  in  the  several  magazines: 

Division   1. — May  be  placed  in  one  magazine  and 
with  Group  III,  Division  3: 

Cordite  in  bulk. 

Cordite  cvlinders  without  igniter. 

Ballistite. 

Gunpowder,  except  that  which  has  been  wetted. 

Cannon  cartridges  filled  with  gunpowder,  ballis- 
tite, or  cordite,  except  quick-firing  cartridges, 
but  including  all  charges  for  quick-firing 
cartridges. 

Puffs,  powder. 

Cordite  cylinders  fitted  with  igniter. 

Bags,  primer,  filled. 

Charges  and  primers,  impulse  torpedo. 

Fuse,  instantaneous. 

Quick  match. 

Stars,  incendiary. 

120 


EXPLOSIVES 


Division  2. — May  be  placed  in  one  magazine: 
Giincotton,  dry. 
Dynamite. 

Exploders,  filled,  for  lyddite  shell. 
Blasting  gelatine. 
Tonite. 
Gelignite. 

Division  .3. — Must  be  placed  in  a  magazine  by  itself. 
Picric  acid. 

(b)  All  the  magazines  are,  as  far  as  practicable,  to 
be  placed  so  as  to  be  approached  by,  and  contiguous 
to,  the  same  hatchway;  but  they  are  to  be  as  far  apart 
as  possible  and  with  suitable  cargo  between  them,  and 
no  other  stores  are  allow^ed  to  be  placed  with  the  ex- 
plosives in  the  magazines. 

(c)  The  magazines  for  Divisions  2  and  3,  when  in 
steam  vessels,  are  to  be  placed  so  that  there  is  a  com- 
partment with  iron  bulkheads  between  them  and  the 
engine-room  or  stoke-hold,  or  if  there  are  not  sufficient 
compartments  to  admit  of  this,  though  there  are  two 
hatchways  in  the  length  of  the  hold,  they  may  be  placed 
adjacent  to  the  hatchway  furthest  from  the  engine- 
room  or  stoke-hold,  but  so  that  no  part  of  a  magazine 
is  less  than  30  feet  distant  therefrom;  and  in  all  ships 
the  magazines  for  these  explosives  are  to  be  placed  6 
feet  away  from  the  ship's  side  and  contiguous  to  the 
hatchway. 

(d)  Before  explosives  comprised  in  Group  I  are 
shipped  on  board  steam  vessels,  the  furnace  fires  must 
be  properly  banked,  and  all  other  fires  and  lights  ex- 
tinguished. The  shipments  will  be  made  under  the 
personal  direction  of  the  officers  of  the  Ordnance  De- 
partment shipping  the  stores,  by  whom  the  key  of  the 
magazine  scuttle  will  be  delivered  to  the  master. 

121 


STOWAGE    AND    DANGEROUS     CARGO 

(e)  A  magazine  will  not  be  required  for  quantities 
not  exceeding  20  feet  of  Division  1,  and  15  feet  of 
Divisions  2  and  3,  which  quantities  are  to  be  stowed, 
cas}^  of  access,  in  a  place  of  security  to  be  approved 
by  the  Ordnance  Officer  of  the  Department  shipping 
the  stores.  The  packages  of  explosives  of  each  divi- 
sion will  be  placed  in  boxes  to  be  provided  by  the  ship 
and  placed  in  position  in  the  vessel. 

(f)  In  sailing  vessels  engaged  for  the  conveyance 
of  explosives  of  Group  I,  the  weight  in  tons  of  coal 
and  patent  fuel  allowed  to  be  shipped  will  not  exceed 
one-fourth  of  the  ship's  registered  tonnage  when  the 
quantity  of  explosive  exceeds  that  specified  in  Section 
(e). 

(g)  The  use  of  mineral  oils  for  lighting  purposes, 
except  when  special  permission  has  been  given  for  the 
use  of  a  particular  description  of  such  oil  (which  must 
be  in  iron  casks  or  tanks,  and  stowed  where  approved 
by  the  Shipping  Agent's  Surveyor),  and  the  convey- 
ance of  petroleum  or  equally  inflammable  oils  or  spirits 
as  cargo  are  prohibited  in  ships  engaged  for  the  con- 
veyance of  explosives  of  Group  I,  except  when  the 
quantity  of  explosives  does  not  exceed  that  specified 
in  Section  (e).  Spirits,  such  as  rum,  brandy,  etc.,  and 
turpentine,  varnishes,  and  similar  articles  in  common 
use,  are  not,  however,  prohibited;  but  when  shipped 
they  must  be  stowed  with  two  water-tight  bulkheads 
between  them  and  the  magazine  or  partitioned-off 
space  containing  explosives  of  this  group. 

GROUP    II. 

(a)  The  explosives  comprised  in  Groups  II  and 
III  do  not  require  to  be  placed  in  magazines,  but  they 
must  be  stowed,  whenever  practicable,  in  a  space  par- 
titioned off  from  the  other  cargo,  divided,  where  neces- 
sary, into  compartments,  or  in  boxes. 

122 


EXPLOSIVES 


When,  however,  as  may  happen  in  the  case  of  filled 
shells  and  mines,  the  weight  renders  it  necessary,  either 
for  proper  stowage  or  for  handling,  that  such  stores 
be  stowed  in  the  square  of  the  hatchway,  they  are  to 
be  partitioned  off  from  other  cargo  in  such  manner  as 
may  be  found  most  convenient. 

(b)  The  explosives  of  Groups  II  and  III  are  sub- 
divided into  the  follow^ing  divisions,  and  are  to  be 
stowed  in  separate  compartments  of  the  partitioned-off 
spaces,  as  denoted  against  each  division: 

Division  1. — ^lay  be  placed  in  one  compartment: 

Balls,  light,  parachute. 

Bursters,  segment  shell. 

Caps,  percussion. 

Cartridges,  small  arm. 

Cartridges,  machine  gun. 

Cartridges,  aiming  tube. 

Cartridges,  signal,  Very   (which  are  safety 

cartridges ) . 
Cases,  cartridge,  quick-firing,  capped  and 

empty. 
Composition,  priming. 
Fuses,  time. 
Fuses,  percussion. 
Fuses,  time  and  percussion. 
Fuses,  electric. 
Fuses,  safety. 
JSIatch,  slow. 
Portfires. 
Primers,  electric. 
Primers,  shrapnel  shell. 
Primers,  vent. 

Rockets    (except  war  and  life-saving). 
Service  lights  of  all  sorts. 

123 


STOWAGE    AND    DANGEROUS     CARGO 

Tubes,  electric. 
Tubes,  friction. 
Tubes,  percussion. 

Division  2. — May  be  placed  in  one  compartment: 

Gunpowder,  wetted. 

Mines  and  countermines,  containing  wet  gun- 
cotton  only. 

Division  3. — May  be  placed  in  one  compartment: 

Shells,  filled  and  fused. 
Rockets,  war  and  life-saving. 

Division  4. — May  be  placed  in  one  compartment: 

Detonators. 
Matches,  Vesuvian. 

GROUP    III. 

Division  1. — Must  be  placed  in  a  compartment  by 
itself: 

Guncotton,  wet   (except  in  mines). 

Division  2. — Must  be  placed  in  a  compartment  by 
themselves : 

Filled  quick-firing  cartridges,  containing  a  cap 
or  percussion  primer. 

Division  3. — May  be  placed  in  one  compartment  and 
with  Group  I,  Division  1. 

Filled  quick-firing  cartridges,  fitted  with  elec- 
tric primers  or  adapters. 
Cartridges,  impulse  torpedo. 

(c)  When  the  quantity  of  any  division  does  not 
exceed  2  tons  weight  or  measurement  it  will  be  placed 
in  boxes,  to  be  provided  by  the  ship,  and  placed  in  a 
position  in  the  vessel  selected  by  the  Shipping  Agent's 
Surveyor. 

124 


EXPLOSIVES 


The  shipment  on  private  account  of  anj'  explosives 
other  than  those  of  Division  1,  viz.,  safety  cartridges, 
safety  fuses  for  blasting,  railway  fog  signals,  and  per- 
cussion caps,  is  prohibited  in  vessels  conveying  Gov- 
ernment stores,  without  the  permission  of  the  Director 
of  Transports.  When  the  shipment  is  allowed,  the  ex- 
plosives are  to  be  stowed  to  the  approval  of  the  Gov- 
ernment officers  in  the  same  manner  as  directed  for 
Government  explosives,  and  the  precautions  and  re- 
strictions therein  laid  down  are  to  be  observed;  but  it 
will  be  sufficient  if  the  packages  and  the  magazines 
comply  with  all  the  requirements  of  the  Port  Authori- 
ties from  which  the  goods  are  shipped. 


Specification  for  Building  Magazines,  Portable 
^Magazines,  and  Partitioned-off  Spaces  for 
Powder,  Ammunition,  etc..  Carried  as  Cargo. 

Magazines  and  partitioned-off  spaces  are  always  to 
be  built  on  'tween  decks  if  possible,  and  must  be  so 
placed  that  their  doors  are  easily  accessible  from  a 
hatchway. 

]\Iagazines  for  gunpowder  in  barrels,  and  for  picric 
acid  or  picric  powder  in  barrels,  should  have  all  iron- 
work inside  carefully  covered  with  wood,  and  all  nails 
should  be  of  copper  or  metal.  For  other  explosives 
wood  covering  will  not  be  required,  and  galvanized 
iron  nails  may  be  used.  If  required  by  the  Surveyors, 
all  ironwork  inside  to  be  effectively  painted  to  their 
satisfaction. 

Iron  decks  are  to  be  covered  with  feather-boarding, 
w^hich  is  to  be  an  inch  on  one  edge  and  14  of  an  inch 
on  the  other,  and  to  lap  over  2  inches. 

125 


STOWAGE     AND     DANGEROUS     CARGO 

Magazines. 

The  bulkheads  to  Be  formed  of  114-inch  fir  boards 
secured  to  fir  uprights  3  inches  square,  placed  2  feet 
apart,  running  from  deck  to  deck  and  firmly  secured 
top  and  bottom.  When  on  iron  decks  the  heels  of  the 
uprights  to  step  on  and  be  secured  to  a  fir  board  1  inch 
thick.  The  lining  to  run  from  upright  to  upright,  on 
the  inside  of  magazine,  securely  fastened  with  3-inch 
nails,  three  to  each  board  on  each  upright,  extending 
from  deck  to  deck,  close- jointed  and  fitting  closely 
between  the  beams.  A  board  of  9  inches  by  II4  inches 
to  be  securely  fastened  to  the  uprights  at  the  upper 
and  lower  parts  for  securing  heads  of  shores. 

The  doorway  to  be  3  feet  3  inches  in  width,  with 
pieces  3  inches  by  2  inches  fitted  and  secured  at  the 
lower  part  to  form  a  sill.  The  framing  of  doorway 
to  have  a  l^^-inch  rabbet  on  the  inside  formed  by  the 
uprights  and  lining,  an  additional  thickness  of  2  inches 
being  secured  on  each  side  for  a  height  of  2  feet  3 
inches  for  the  lower  half-door  to  run  on,  and  cham- 
fered at  top  on  outside. 

The  doors  to  be  made  in  two  parts,  to  fit  the  width 
of  doorway,  and  formed  of  two  thicknesses  of  114-inch 
board,  the  upper  half  to  be  2  feet  6  inches,  the  lower 
half  to  be  3  feet  in  height,  and  to  be  shipped  from  the 
inside.  The  boards  forming  the  upper  half-door  to 
be  well  fastened  together  crosswise  by  nails  having 
their  points  turned  on  the  inside,  and  punched  in.  The 
ends  of  the  outer  thickness  to  extend  2  inches  beyond 
the  ends  of  the  inner  thickness,  and  the  inner  thickness 
to  extend  4  inches  beyond  the  outer  at  the  top  and  two 
inches  at  the  lower  edge,  forming  reverse  rabbets.  The 
boards  forming  the  lower  half  to  be  secured  to  and 
kept  apart  3  inches  by  fir  scantling  3  inches  by  2  inches 

126 


EXPLOSIVES 


placed  6  inches  in  from  each  end,  the  inner  thickness 
to  extend  1^/^  inches  at  each  end  beyond  the  outer 
thickness.  Two  hand-holds  to  be  cut  through  the  outer 
thickness  for  lifting  purposes.  When  both  parts  of 
the  door  are  in  place,  the  space  between  top  of  upper 
half  and  lower  edge  of  board  for  securing  heads  of 
shores  to  be  filled  in  with  ll/^-inch  boards  and  securely 
fastened  to  the  uprights.  Both  halves  will  then  be 
secured  by  a  strong  hanging  lock,  hasp  and  staples, 
of  metal  or  galvanized  iron. 

When  any  quantity  over  30  tons  is  placed  in  one 
magazine,  uprights  3  inches  wide  by  2  inches  thick,  in 
addition  to  above,  are  to  be  fitted  from  deck  to  deck, 
and  so  placed  that  not  more  than  20  tons,  as  near  as 
can  be  managed  without  breaking  stowage,  is  in  one 
undivided  space.  When  a  magazine  runs  right  across 
the  vessel,  uprights  must  be  placed  3  feet  apart  along 
the  center  line  (fore-and-aft),  and  across  the  deck 
from  side  to  side  every  12  feet  of  the  length.  If  con- 
sidered necessary  by  the  Surveyors  these  uprights 
should  be  connected  by  battens. 

Should  the  height  of  the  proposed  magazine  exceed 
8  feet,  the  construction  will  be  specially  determined  by 
the  Surveyors. 

Partitioned- off  Spaces. 

In  partitioned-off  spaces,  the  uprights  will  be  the 
same  as  for  magazines;  they  will  be  boarded  up  on  the 
inside  with  ll/^-inch  boards  placed  close  together,  run- 
ning from  upright  to  upright,  and  securely  nailed  with 
3-inch  nails  to  each  board  to  each  upright.  Door  to 
be  the  same  as  for  magazine. 

Magazine  or  Partitioned-off  Space  Built  on  Cargo, 

When  it  is  necessary  to  build  a  magazine  or  par- 
titioned-off space  on  the  cargo  the  selected   space  is 

127 


STOWAGE     AND     DANGEROUS     CARGO 

to  be  leveled  off,  and  the  bottom  formed  of  3-inch 
by  3-inch  quartering,  placed  2  feet  apart,  covered  with 
114-inch  boarding  securely  nailed.  Uprights,  3  inches 
by  3  inches,  2  feet  apart,  running  from  the  boards  to 
the  deck  above,  to  fit  taut  and  to  be  well  driven  in, 
cleated  at  the  bottom  and  well  trimmed  off  at  the  top. 
Remainder  of  magazine  or  partitioned-off  space  to 
be  as  detailed  above. 


Box  or  Portable  Magazine  for  Any  Quantities 
Up  to  Two  Tons. 

(Size  in  accordance  with  the  dimensions  of  the 
packages  to  go  into  it.) 

■  A  frame  to  be  made  with  2-inch  by  3-inch  quarter- 
ing, floored  and  boarded  up  on  the  inside  with  114-iiich 
boarding.  Lid  to  be  fitted  with  cleats  on  the  inside 
to  keep  it  in  its  place  when  shipped,  and  with  hanging 
lock,  hasp,  and  staples,  of  metal  or  galvanized  iron. 

Filled  Shells. 

When  not  exceeding  168  lbs.  weight  each,  and 
packed  in  boxes,  the  partitioned-off  space  to  be  built 
as  for  other  explosives  of  Group  II. 

For  shells  exceeding  168  lbs.  weight  each,  packed 
in  boxes,  and  for  loose  shells,  for  any  quantity  over 
5  tons,  the  bulkheads  to  be  of  deals  3  inches  thick  by 
9  inches  wide,  placed  not  more  than  5  inches  apart, 
to  be  crosslined  vertically  with  boards  9  inches  wide 
by  II4  inches  thick,  close  jointed.  For  loose  filled 
shells,  in  quantities  of  2  to  5  tons,  boxes  to  be  made 
of  3-inch  deals,  sides  and  bottom  and  cover  of  1^- 
inch  boards,  properly  secured.  If  considered  necessary 
by  the  Surveyors,  stronger  scantlings  are  to  be  used. 

128 


EXPLOSIVES 


When  necessary  to  build  partitioned-off  space  for 
shell  on  other  cargo,  bottom  to  be  of  3-inch  deals  placed 
close  together  and  crossed  with  ll/4-inch  boards  se- 
curely nailed. 

When  stowed  in  the  squares  of  hatches,  the  shells 
are  to  be  entirely  covered  with  ll/^-inch  boards.  No 
carffo  to  be  stowed  on  these  boards. 


Stowage. 

Each  division  of  Groups  I,  II,  and  III  of  explosives 
must  be  kept  separate.  No  two  divisions  are  to  be 
placed  in  one  magazine  or  partitioned-off  space,  except 
Group  I,  Division  1,  and  Group  III,  Division  3. 

Six-pounder  and  3-pounder  ammunition  is  never  to 
be  stored  more  than  three  boxes  high. 

Barrels  will  always  be  stowed  on  their  bilges;  never 
on  their  ends. 

The  reader  will  note  that  vmder  Group  I,  Division 
3,  picric  acid  must  be  placed  in  a  magazine  by  itself. 
Since  this  article  has  been  written,  there  has  been  a 
ruling  made  by  the  British  Board  of  Trade  wherein 
they  advise  their  surveyors  that  they  need  raise  no 
objection  to  picric  acid  being  carried  under  deck  with- 
out a  magazine  in  ships,  other  than  immigrant  ships, 
if  the  following  conditions  are  complied  with,  viz. : 

(1)  The  packages  must  be  of  sufficient  strength  not 

to  allow  any  of  their  contents  to  escape  when 
subjected  to  rough  usage. 

(2)  It  must  be  stowed  away  from  boilers  and  strong 

mineral  acids,  etc.,  and  not  in  contact  with 
lead. 

129 


STOWAGE     AND     DANGEROUS     CARGO 

(3)  Each  package  must  be  marked  as  follows: 

"Explosives,  Class  III,  Division  2." 

Picric  Acid. 

(If  not  crystals,  state  percentage  of  water.) 

To  be  stowed  away  from  boilers,  also  strong 
mineral  acids,  paints,  etc.,  and  not  in  contact 
with  lead. 

(4)  Subject  to  these  provisions,  the  total  quantity 

of  picric  acid  to  be  stowed  on  board  any  one 
ship  is  limited  by  the  proviso  that  not  more 
than  ten  tons  may  be  carried  in  each  separate 
hold  or  compartment. 


In  Group  I,  Division  2,  It  Is  noted  that  dynamite 
may  be  placed  with  other  articles  as  specified  in  one 
magazine.  It,  however,  must  be  very  carefully  noted 
that,  under  no  consideration,  should  dynamite  be  stowed 
in  the  same  magazine  with  detonators.  It  should  be 
noted  that  extremes  of  temperature,  such  as  intense 
heat  or  cold,  render  dynamite  extremely  sensitive  and 
liable  to  explode;  also  that  great  care  should  be  used 
in  handling  the  cases  not  to  knock  or  throw  them  down 
roughly.  Boxes  containing  dynamite  should  always  be 
marked  so  in  large  red  letters. 

It  is  thought  that  dynamite  will  not  explode  when 
fire  is  brought  near  it  and  only  by  the  action  of  the 
detonators.  A  steamer  which  left  the  port  of  New 
York  caught  fire  while  en  route  to  China.  There  were 
twenty  tons  of  dynamite  on  board  the  vessel.  After 
the  fire  had  burned  for  about  48  hours  it  reached  the 
dynamite  and  an  explosion  occurred  which  blew  the 
steamer  to  atoms. 

130 


EXTRACTS  FROM  MEMORANDA 

RELATING  TO  THE  CARRIAGE  OF 

DANGEROUS  CARGO 

ACETYLOID,  Carbide  of  Calcium,  Carbon 
Papers,  Lampblack,  Inodorous  and  Other  Felts, 
Oiled  Materials,  Matches,  Liquified  Carbonic 
Acid,  Naphthaline,  Dinitrobenzol,  Liquid  Ammonia, 
Sulphur  Dioxide,  Bisulphide  of  Carbon,  Caustic  Pot- 
ash, Peroxide  of  Sodium,  Sulphides  of  Sodium  and 
Potassium,  Amorphous  Phosphorous,  Chlorate  of  Pot- 
ash, Xitre  Cake,  Picric  Acid,  Phosphoric  Acid,  Car- 
bolic Acid,  Sulphuric  Acid. 

Carbide  of  Calcium. 

Carbide  of  calcium,  being  "dangerous  goods,"  should, 
in  addition  to  being  marked  as  required  by  the  country 
from  which  shipped,  be  placed  in  hermetically  sealed 
tins,  enclosed  in  strong  wooden  cases,  or  in  air-tight 
and  damp-proof  iron  drums,  and  should  be  stored  in 
the  most  easily  accessible  part  of  the  ship,  all  necessary 
precautions  being  taken  to  keep  it  dry. 

In  the  event  of  such  precautions  not  being  taken,  the 
vessel  is  to  be  deemed  improperly  loaded  and  should 
be  detained  as  unsafe  if  any  attempt  be  made  to  pro- 
ceed to  sea. 

The  risks  attendant  on  the  conveyance  of  carbide 
of  calcium  may  be  expressed  as  follows: 

When  water  is  brought  into  contact  with  carbide  of 
calcium  it  gives  rise  to  a  rapid  and  copious  evolution 
of  acetylene  gas.     This  gas,  with  air,  forms  a  violently 

131 


STOWAGE     AND     DANGEROUS     CARGO 

explosive  mixture.  Obviously,  therefore,  if  carbide  of 
calcium  is  not  stowed  in  such  a  way  and  in  packages 
of  such  a  character  that  water  cannot  possibly  have 
access  to  it,  a  very  grave  risk  maj^  ensue,  and  in  the 
confined  space  of  a  ship's  hold,  or,  indeed,  anywhere 
on  board  ship,  this  risk  might  be  of  a  most  formidable 
character. 

In  addition  to  the  danger  of  explosion  from  the  re- 
sulting gas  there  is  also  a  fire  risk,  inasmuch  as  when 
water  in  small  quantities  comes  in  contact  with  the 
carbide,  there  is  a  considerable  development  of  heat, 
and,  under  certain  conditions,  the  temperature  may  rise 
to  a  dangerous  degree.  "Acetyloid"  differs  only  in 
degi'ee  from  carbide  of  calcium,  and  should  be  packed 
and  stowed  in  the  same  way. 

Carbon  Papers. 

Carbon  papers  which  contain  fatty  substances  and 
finely  divided  carbon,  or  compounds  of  carbon,  are 
liable,  under  certain  conditions,  to  som.e  risk  of  spon- 
taneous combustion.  If  a  limited  number  of  sheets 
are  packed  in  air-tight  tins  within  a  suitable  case,  no 
objection  need  be  raised  to  their  carriage  as  general 
cargo.  If  carried  in  any  quantity  and  not  packed  in 
such  tins,  they  should  be  carried  as  deck  cargo  only. 

Typewriting  carbon  papers  which  do  not  contain 
free  carbon  are  not  open  to  the  same  objection,  and 
if  they  are  interleaved  with  plain  paper,  and,  when  in 
large  quantities,  packed  in  tin-lined  cases,  there  is  no 
objection  to  their  carriage  as  general  cargo. 

Lamphlach. 

Spontaneous  combustion  in  the  case  of  lampblack 
is  very  rare,  but  there  is  a  possibility  of  it  taking  place, 

132 


DANGEROUS    CARGO 


and  it  is  therefore  recommended  that  lampblack  should 
be  stowed  near  the  hatchways,  where  it  is  protected 
from  the  water.  Printed  paper  should  not  be  used  for 
packing  lampblack.  If  it  is  put  up  in  paper  parcels 
and  packed  in  casks,  or  in  casks  simply  lined  with 
paper,  or  in  cases  or  drums,  it  may  be  carried  on  board 
ship  with  comparative  safety. 

Inodorous  and  Other  Felts. 

Inodorous  felt  is  generally  made  from  the  refuse  of 
flax  or  jute  treated  with  resin  previously  moistened 
by  mixture  with  oils  of  various  descriptions,  including 
paraffin.  At  a  special  meeting  of  the  Felt  ^lakers 
Association,  held  in  London  in  January,  1885,  atten- 
tion was  called  to  the  frequent  occurrence  of  spontane- 
ous combustion  in  inodorous  felt  on  board  ship,  and 
the  following  resolutions  were  unanimously  adopted: 

1.  That  inasmuch  as  Inodorous  Felt  is  liable  to 
spontaneous  combustion,  in  future  no  Inodorous 
Felt  be  shipped  to  foreign  ports. 

2.  That  the  following  notice  shall  be  placed  on 
all  letters  relative  to  Inodorous  Felt  for  shipments 
abroad:  "Inodorous  Felt  being  liable  to  spontane- 
ous combustion,  should  not  be  shipped  for  trans- 
mission abroad." 

This  notice  to  be  printed  in  red  and  pasted  on  the 
invoice  of  all  orders  where  there  is  the  slightest  sus- 
picion that  it  is  intended  for  transmission  abroad. 

It  was  also  subsequently  agreed  to  mark  promi- 
nently on  each  frame  the  words  "Inodorous  Felt"  in 
red  letters  1%  inches  long. 

Inodorous  felt  may  not  be  carried  at  all  on  emigrant 
ships.     When   carried   on   other   vessels,   it   should,   if 

133 


STOWAGE     AND     DANGEROUS     CARGO 

stowed  under  deck,  be  placed  where  it  is  easily  acces- 
sible; it  should  on  no  account  be  treated  as  general 
cargo  and  covered  with  other  goods.  Inodorous  felt 
should  not  be  confounded  with  tarred  roofing  and 
sheathing  felts,  from  which  it  can  generally  be  distin- 
guished by  its  lighter  color. 

No  definite  rule  is  laid  do\\Ti  with  regard  to  sheath- 
ing and  roofing  felts,  but  it  is  advisable  that  they 
should,  if  carried  under  deck,  be  stowed  in  the  square 
of  the  hatchway  and  should  be  mentioned  in  the  mas- 
ter's  letter  so  that  they  can  be  jettisoned  in  case  of 
fii-e. 

In  1913  a  fire  occurred  on  board  a  vessel  which  car- 
ried two  consignments  of  felt,  viz.,  one  of  black  sark- 
ing  felt,  made  from  flax  waste,  coal  tar,  and  coal-tar 
pitch,  and  the  other  of  brown  sheathing  felt,  made  from 
jute  waste.  Archangel  tar  and  resin.  The  two  con- 
sigmnents  were  stowed  together  and  the  fire  was  clearly 
due  to  spontaneous  combustion.  The  Board  were  ad- 
vised that  there  was  nothing  in  the  ingredients  of  either 
felt  which  would  predispose  them  to  spontaneous  com- 
bustion; that  the  black  felt  made  from  coal  tar  and 
pitch  was  quite  safe;  but  that  if  the  rolls  of  brown 
felt  were  packed  in  the  hold  of  the  ship  before  they 
had  cooled  to  the  temperature  of  the  surrounding  air, 
there  would  be  risk  of  spontaneous  firing. 

Oiled  Materials. 

There  is  reason  to  believe  that  materials  which  have 
been  dressed  or  soaked  with  oils,  either  raw  or  boiled, 
such  as  oiled  clothing,  oiled  silk  or  cotton  goods,  oiled 
paper,  etc.,  whether  in  the  piece  or  used  for  packing 
purposes,  are  liable  to  spontaneous  combustion,  more 
especially  if  the  goods  are  newly  manufactured  and 

134 


DANGEROUS     CARGO 


have  been  insufficiently  dried.  Cases  containing  oiled 
goods  intended  for  exportation  as  merchandise  should 
be  perforated  or  otherwise  ventilated,  and  should  be 
marked  as  required  by  the  country  from  which  shipped. 
When  oiled  materials  are  used  for  packing,  care  should 
be  taken  to  see  that  they  have  been  properly  dried,  and 
that  the  various  folds  do  not  overlap  in  such  a  way  as 
to  bring  several  thicknesses  of  the  material  together. 
If  oiled  goods  are  carried  under  deck,  they  should  be 
stowed  in  a  cool  place,  and  where  they  can  be  readily 
got  at.  Oiled  clothing  is  sometimes  packed  in  hermeti- 
cally sealed  metal-lined  tin  cases  with  the  object  of 
excluding  air  from  the  goods.  If  the  soldering  is 
carefully  attended  to,  and  if  the  goods  have  been  sea- 
soned for  at  least  a  month  after  manufacture,  it  is 
believed  that  there  will  be  no  risk  of  spontaneous  com- 
bustion. 

Matches. 

Vestas  may  not  be  carried  on  emigrant  ships.  There 
is  no  objection  to  their  shipment  on  other  vessels,  pro- 
vided they  are  packed  in  tin-lined  air-tight  cases.  Safety 
matches  may  be  carried  on  emigrant  ships  if  packed 
in  zinc  or  tin-lined  hermeticallv  sealed  cases,  and  stowed 
in  the  square  of  the  hatchway. 

Liquefied  Carbonic  Acid 

If  cylinders  of  carbonic  acid  are  carried  as  cargo,  it 
is  recommended  that  the  shippers  should  be  asked  to 
produce  a  certificate  to  the  effect  that  the  regulations 
of  the  Xew  York  Fire  Exchange  on  compressed  gas 
cylinders  have  been  complied  with.  If  carbonic  acid 
is  used  in  a  bar  on  board  a  passenger  steamer,  the 
whole  apparatus,  including  the  cask  containing  the  beer 
and  the  bottle  containing  the  carbonic  acid  gas,  should 

135 


STOWAGE     AND     DANGEROUS     CARGO 

be  enclosed  in  a  cupboard  made  of  stout  material  and 
provided  with  a  close-fitting  door,  well  secured.  The 
cupboard  should  be  ventilated  to  the  open  air  by  means 
of  a  pipe  of  not  less  than  two  and  a  half  inches  in 
diameter,  and  the  upper  end  protected  by  a  goose  neck. 
The  apparatus  should  not  be  fitted  in  or  near  to  any 
sleeping  accommodation  under  deck,  and  should  be 
placed  in  as  cool  a  place  as  possible.  The  pressure 
gauge,  and  the  key  for  turning  the  valve  of  the  bottle 
should  be  outside  the  cupboard.  It  is  assumed  that 
onlv  one  cvlinder  will  be  used  at  a  time,  that  it  does 
not  contain  more  than  20  lbs.  of  gas. 

Naphthaline. 

Naphthaline  is  not  an  explosive  and  no  special  risk 
attaches  to  its  conveyance. 

Dinitrohenzol. 

Dinitrobenzol,  although  a  constituent  of  certain  pow- 
erful explosives,  presents,  when  unmixed  with  other 
substances,  no  featiu'es  that  may  be  described  as  dan- 
gerous. It  is  unnecessary  to  lay  do^\Ti  any  special  rules 
with  regard  to  its  carriage  on  board  ship. 

Liquid  Ammonia. 

Ammoniacal  gas  compressed  into  liquid  form  should 
be  classed  with  dangerous  goods,  not  only  on  account 
of  the  danger  of  explosion  involved  when  it  is  not  con- 
tained in  vessels  sufficiently  strong  to  withstand  the 
pressure  which  may  be  produced  by  a  rise  in  tempera- 
tiu'e,  but  also  on  account  of  the  highly  dangerous  nature 
of  the  gas. 

136 


DANGEROUS     CARGO 


The  following  precautions  should  be  adopted  when 
this  liquid  is  carried  on  board  ship:  It  should  only  be 
placed  in  iron  vessels  which  have  been  satisfactorily 
tested  up  to  a  pressure  of  675  pounds  per  square  inch, 
and  should  be  stored  in  a  part  of  the  ship  beyond  the 
influence  of  any  heat  from  boilers  or  furnaces  and  re- 
mote from  living  quarters.  The  aqueous  solution  of 
ammonia  of  a  specific  gravity  of  880  at  60  degrees  F. 
should  be  conveyed  in  drums  not  exceeding  12  gallons 
capacity,  with  an  empty  space  equal  to  5.38  per  cent, 
left  in  each  drum.  There  is  no  objection  to  the  use  of 
enameled  drums.  If  for  carriage  on  board  ship,  the 
drums  should  be  capable  of  withstanding  a  pressure 
of  66  pounds  per  square  inch,  and  should  be  packed 
in  cases  with  not  more  than  four  drums  in  a  case,  the 
interstices  being  filled  with  sawdust.  But  for  short 
voyages,  such  as  to  Boston  or  New  Orleans,  the  drums 
need  not  be  packed  in  cases.  At  a  temperature  above 
130  degrees  F.  the  expansion  of  liquid  ammonia  is 
rapid,  and  a  risk  of  explosion  much  increased.  Care 
should  be  taken,  therefore,  not  to  expose  drums  con- 
taining tjiis  liquid  to  the  rays  of  the  sun  or  to  the 
influence  of  heat  from  boilers.  It  should  be  carried 
well  away  from  living  quarters,  as  deck  cargo  only, 
and  should  not  be  covered  with  black  tarpaulin.  Am- 
monia solution  of  a  specific  gravity  of  959  and  up- 
w^ard  is  exempted  from  the  operation  of  the  above 
instructions.  Small  quantities  of  liquid  ammonia  for 
pharmaceutical  purposes  may  be  carried  in  glass  bot- 
tles. If  stowed  with  such  precautions  and  in  such 
places  above  deck  as  may  be  approved  by  the  ship's 
master. 

Sulphur  Dioxide. 

Sulphur  dioxide  is  neither  combustible  nor   explo- 
sive, is  not  corrosive  in  the  sense  in  which  aquafortis 

137 


STOWAGE     AND     DANGEROUS     CARGO 

and  oil  of  vitriol  are,  and  is  not  "Dangerous  Goods" 
when  compared  with  some  of  the  other  articles  men- 
tioned herewith,  but  as  it  would  j^roduce  suffocation  in 
a  confined  space,  it  should  be  carried  on  deck. 

Bisulphide  of  Carbon. 

Bisulphide  of  carbon,  or  carbon  bisulphide,  is  of  a 
very  dangerous  character  and  should,  therefore,  be 
marked  according  to  the  instructions  laid  down  by  the 
New  York  Fire  Exchange.  It  is  a  colorless,  heavy, 
mobile,  volatile  liquid  which  evaporates  very  quickly. 
It  produces  a  pressure  in  any  closed  vessel  containing 
it.  It  easily  passes  through  the  smallest  opening,  and 
it  is  very  difficult  to  keep  the  drums  tight  in  which  it 
is  stored.  It  is  not  liable  to  spontaneous  combustion, 
but  both  the  liquid  and  its  vapor  take  fire  at  very  low 
temperatures,  the  liquid  at  rather  a  lower  temperature 
than  the  vapor.  The  vapor  has  a  tendency  to  travel, 
and  if  it  finds  its  way  to  any  surface  sufficiently  warm 
to  ignite  it,  the  flame  will  flash  back  and  ignite  the 
liquid.  This  is  known  to  have  occurred  when  the 
liquid  was  at  a  distance  of  20  feet  from  the  warm 
surface.  The  mere  striking  together  of  two  pieces  of 
iron  within  the  inflammable  atmosphere  may  cause 
ignition.  It  has  a  very  powerful  and  penetrating  odor, 
which  in  small  quantities  resembles  that  of  foul  vege- 
table matter.  Bisulphide  of  carbon  should  be  carried 
in  strongly  made  and  perfectly  tight  drums  of  not 
more  than  10  gallons  capacity  each.  The  drums  should 
be  satisfactorily  tested  by  hydraulic  pressure  to  at 
least  40  pounds  per  square  inch  before  being  used,  and 
a  space  of  at  least  10  per  cent,  should  be  left  in  each 
to  allow  for  expansion  of  the  liquid.  The  drums  should 
be  placed  in  strong  wooden  cases,  which  should  be  per- 
forated, with  not  more  than  two  drums  in  each  case, 

138 


DANGEROUS     CARGO 


each  drum  being  in  a  separate  compartment  of  the 
case.  It  should  be  stowed  apart  from  all  other  goods, 
Avhether  dangerous  or  not,  and  kept  at  a  distance  from 
all  steam  pipes,  funnels  or  other  heated  objects,  and 
from  all  hatchways  or  other  openings  in  the  deck;  also 
from  all  living  quarters  of  the  vessel;  and  smoking  in 
its  vicinity  should  be  strictly  prohibited.  It  should  be 
carried  as  deck  cargo  only,  the  utmost  care  being  taken 
to  protect  it  from  the  rays  of  the  sun,  or  lights,  or 
sparks;  sail  cloth  (not  black  tarpaulin)  is  suggested 
as  a  covering.  The  cases  containing  the  drums  should 
be  examined  at  frequent  intervals  (at  least  twice  in 
24  hours)  during  daylight,  to  ascertain  if  there  is  any 
escape;  and  if  any  leakage  is  detected  even  by  the 
presence  of  the  odor  above  described  in  the  vicinity  of 
the  packages,  they  should  be  immediately  thrown  over- 
board. It  is  important  that  the  person  making  these 
examinations  should  know  that  leakages  sufficiently 
larffe  to  be  very  dangerous  may  exist  without  its  being 
possible  to  see  anything  in  the  nature  of  moisture  on 
the  outside  of  the  drums  to  indicate  its  presence. 

Caustic  Potash. 

Caustic  potash,  i.e.,  the  solid  hydrate  of  potash,  when 
packed  in  u-on  or  steel  drums,  may  be  carried  w4th 
safety  below  deck,  provided  the  drums  are  so  placed 
that  no  leakage  from  them  can  come  into  direct  contact 
with  crew  or  passengers. 

Pei'oxide  of  Sodium. 

Peroxide  of  sodium  by  itself  is  not  an  explosive,  but 
it  becomes  dangerous  when  it  comes  into  contact  with 
any  combustible  substance;  it  should  therefore  be 
packed  in  iron  or  steel   drums   sufficiently   strong  to 

139 


STOWAGE     AND     DANGEROUS     CARGO 

stand  rough  usage  without  allowing  any  of  their  con- 
tents to  escape,  and  not  too  large  for  ready  handling. 
The  drums  should  not  be  stowed  in  a  space  containing 
•combustible  materials. 

Sulphide  of  Sodium  and  Sulphide  of  Potassium. 

The  sulphides  of  sodium  and  potassium,  in  the  dry 
or  anhydrous  form,  are  liable  to  spontaneous  combus- 
tion, and  should  be  packed  in  strong,  air-tight  vessels, 
such  as  steel  drums.  In  the  hydrated  condition,  the 
sulphides  of  sodium  and  potassium  are  not  liable  to 
spontaneous  combustion. 

Amorphous  Phosphorus. 

Amorphous,  or  red  or  Schrotter's  phosphorus,  which 
is  wholly  distinct  in  its  physical  characteristics  from 
ordinary  or  yellow  phosphorus,  is  not  liable  to  spon- 
taneous combustion,  and  does  not  take  fire  in  air  until 
it  is  heated  to  260  degrees  C,  or  500  degrees  F.  This, 
although  a  low  temperature  compared  with  most  other 
substances,  is,  nevertheless,  considerably  above  the 
temperature  of  the  ignition  of  dynamite  or  similar 
explosives  as  well  as  that  of  most  varieties  of  matches. 
It  is  a  temperature  which,  on  board  ship,  would  not 
be  reached  except  through  fire.  No  objection  need  be 
taken  to  its  stowage  below  deck,  provided  it  is  packed 
in  tin.  It  may  be  added  that  shipments  are  usually 
made  in  10-pound  tins,  ten  tins  being  stowed  in  a  case, 
and  that  it  is  not  necessary  to  preserve  this  phosphorus 
under  water. 

Chlorate    of   Potash. 

Chlorate  of  potash,  although  by  itself  incombustible, 
is  a  far  more  intense  supporter  of  combustion  than 
saltpeter;  some  of  the  mixtures  of  combustible  matters 

140 


DANGEROUS     CARGO 


and  chlorate  of  potash  are  liable  to  spontaneous  com- 
bustion and  all  such  mixtures  are  sensitive  to  percus- 
sion, especially  when  it  is  combined  with  friction. 
Moreover,  some  chemicals  have  a  very  violent  action 
on  this  substance,  and  many  mixtures  of  combustibles 
and  chlorate  of  potash  are  set  on  fire  if  acted  on  by 
strong  sulphuric  acid.  These  properties  render  the 
following  precautions  necessary  to  insure  the  safe 
carriage  of  this  substance  on  board  ship. 

( 1 )  The  chlorate  should  be  placed  in  iron  drums,  or, 
if  that  is  not  possible,  in  paper-lined  casks  of  sufficient 
strength  not  to  allow  any  of  their  contents  to  escape 
when  subjected  to  rough  usage. 

(2)  Casks  or  drums  containing  the  chlorate  should 
not  be  stowed  in  the  same  hold  with  combustible  mate- 
rials, should  be  separated  from  such  materials  by  a 
partition. 

(3)  They  should  not  be  stowed  in  the  neighborhood 
of  the  strong  mineral  acids,  especially  sulphuric  acid, 
in  such  a  manner  that  any  escaping  acid  could  reach 
the  chlorate. 

(4)  Xot  more  than  ten  tons  of  chlorate  of  potash 
should  be  carried  in  one  hold. 

Nitre  Cake. 

Nitre  cake  is  a  by-product  of  the  manufacture  of 
nitric  acid  and  contains  free  sulphuric  acid  and  sul- 
phate of  soda,  with  a  small  percentage  of  free  nitric 
acid.  When  dry  it  is  harmless,  but  it  absorbs  moisture 
very  readily  from  the  air,  and  when  wet  will  corrode 
wood  or  iron.  It  will  also,  when  in  contact  with  iron, 
cause  hydrogen  gas  to  be  given  off.  jNIasters  should 
always  be  informed  of  these  qualities  of  the  substance. 
When  shipped  for  abroad  on  long  voyages,  it  is  ad- 
visable that  it  should  be  packed  perfectly  dry  in  strong 

141 


STOWAGE     AND     DANGEROUS     CARGO 

air-tight  vessels,  or  that  other  efficient  means  should 
be  taken  to  guard  against  the  risk  of  corrosion  and  of 
evolution  of  gas.  Nitre  cake  should  not  be  carried  in 
bulk.  When  carried  coastwise,  nitre  cake  may  be 
shipped  in  bulk,  provided  it  is  shipped  dry  and  kept 
dry,  and  that  the  hold  is  efficiently  ventilated.  The 
hold  should  be  thoroughly  cleansed  after  the  discharge 
of  the  cargo. 

Picric  Acid. 

The  New  York  Fire  Exchange  have  advised  their 
surveyors  that  they  need  raise  no  objection  to  picric 
acid  being  carried  under  deck  without  a  magazine  in 
ships  other  than  those  carrying  a  large  number  of 
passengers,  provided  the  following  conditions  are  com- 
plied with,  viz.: 

(1)  The  packages  must  be  of  sufficient  strength  not 

to  allow  any  of  their  contents  to  escape  when 
subjected  to  rough  usage. 

(2)  It  must  be  stowed  away  from  boilers  and  strong 

mineral  acids,  paints,  etc.,  and  not  in  contact 
with  lead. 

(3)  Each  package  must  be  marked  as  follows: 

"PiCEic  Acid. 
( If  not  crystals,  state  percentage  of  water. ) 

To  be  stowed  away  from  boilers,  also  strong 
mineral  acids,  paints,  etc.,  and  not  in  con- 
tact with  lead." 

(4)  Subject  to  these  provisions  the  total  quantity 

of  picric  acid  to  be  stowed  on  board  any  one 
ship  is  limited  by  the  proviso  that  not  more 
than  ten  tons  may  be  carried  in  each  separate 
hold  or  compartment. 

142 


DANGEROUS     CARGO 


Phosphoric  Acid. 

There  is  no  objection  to  the  shipment  of  phosphoric 
acid  under  deck  if  it  is  contained  in  strong  stoppered 
bottles  packed  with  wool  or  sawdust  in  strong  wooden 
cases,  each  containing  not  more  than  six  bottles. 


Carbolic  Acid. 

When  loading  carbolic  acid,  the  officer  in  charge 
should  be  careful  that  the  men  handling  it  do  not 
spend  too  much  time  on  this  article,  as  carbolic  acid 
has  been  known  to  seep  through  the  skin,  thereby 
causing  death.  Care  should  also  be  taken  as  to  the 
manner  of  placing  and  stowage.  If  not  properly 
stowed  the  container  may  become  damaged  and  thereby 
cause  considerable  loss  of  life. 


Sulphuric  Acid. 

The  question  having  arisen  as  to  the  conditions  un- 
der which  strong  sulphuric  acid  contained  in  electrically- 
welded  steel  drums — holding  about  half  a  ton  each — 
could,  with  proper  regard  to  safety,  be  carried  on 
board  ship  and  stowed  under  deck,  two  steel  drums 
were  tested  to  destruction;  the  ends  were  flat  and 
flanged  at  the  periphery  and  electrically  welded  to  the 
body.  The  results  showed  that  they  are  strong  enough 
to  withstand  rough  usage  when  filled  with  sulphuric 
acid. 

The  acid  can  be  carried  with  safety  under  deck  if 
the  drums  are  imbedded  in  coal  to  a  depth  of  not  less 
than  three-fourths  the  diameter  of  the  drum,  it  being, 
of  course,  understood  that  the  quantity  of  coal  must  be 
sufficient  to  absorb  any  leakage  from  the  drums,  and 
for  this  purpose  a  depth  of  one  foot  of  coal  for  every 

143 


STOWAGE     AND     DANGEROUS     CARGO 

hundredweight  of  acid  contained  in  the  largest  drum 
in  the  shipment,  but  with  a  minimum  depth  of  six  feet, 
may  be  deemed  sufficient.  In  the  event  of  leakage, 
coal  even  in  powdered  state  will  not  evolve  heat  by- 
reason  of  the  presence  of  sulphuric  acid,  and  the  mar- 
ketable condition  of  only  so  much  of  the  coal  as  is 
wetted  by  the  sulphuric  acid  is  affected.  The  possible 
results  that  may  be  anticipated  as  regards  spontaneous 
combustion  in  a  cargo  of  coal  on  the  surface  of  which 
drums  of  sulphuric  acid  have  been  embedded  are: 

(1)  If   the    sulphuric    acid    escapes    into    the    coal, 

spontaneous  combustion  will  not  take  place 
within  the  region  of  the  leakage. 

(2)  If  the  spontaneous  combustion  takes  place  first, 

then  the  rupture  of  the  drums  and  conse- 
quent escape  of  sulphuric  acid  will  retard  or 
extinguish  the  fire  by  the  production  of  sul- 
phurous acid  vapor,  in  which  combustion  can- 
not be  sustained.  This  gas  has  a  pungent 
odor  and  a  strongly  suffocating  effect,  so 
that  great  care  should  be  taken  to  keep  away 
from  it. 

Any  coal  that  has  been  wetted  with  sulphuric  acid 
should  not  afterward  be  used.  It  is  the  practice  at 
some  ports  to  stow  sulphuric  acid  in  a  compartment 
by  itself  on  a  layer  of  chalk,  but  the  leakage  of  sul- 
phuric  acid  onto  the  chalk  would  produce  carbonic 
acid  gas,  a  heavy  colorless  gas  which  is  dangerous  to 
inhale,  and  which  gives  no  warning  of  its  presence. 
For  these  reasons,  the  ventilation  of  a  space  where  this 
practice  is  followed  should  be  carefully  attended  to  be- 
fore any  person  is  allowed  to  enter  the  compartment, 
the  down  cast  being  carried  as  low  as  possible.  It  is 
recommended  that  whenever  sulphuric  acid  is  carried 

144 


DANGEROUS     CARGO 


under  deck,  the  precautions  indicated  above  should  be 
observed,  but  it  is,  of  course,  to  be  understood  that 
drums  of  sulphuric  acid  should  not  be  stowed  on  coal 
known  to  be  specially  liable  to  spontaneous  combustion. 
If  sulphuric  acid  is  carried  as  deck  cargo,  the  drums 
containing  the  acid  should  be  stowed  as  to  be  safe 
and  secure,  and  readily  jettisoned  in  case  of  danger, 
and  so  that  neither  the  stability  of  the  ship  nor  the  free 
communication  of  the  crew  on  deck  is  dangerously  in- 
terfered with. 


Regulations  of   the   Board   of   Underavriters   of 

New  York. 

Gasoline. 

Gasoline  may  be  shipped  under  deck  in  quantities 
not  to  exceed  1,000  cases  in  any  one  vessel  at  one 
time,  in  drums  not  exceeding  ten  gallons  each,  having 
an  excess  capacity  varying  in  ratio  from  15  per  cent. 
on  10  gallons  to  5  per  cent,  on  5  gallons,  and  which 
are  to  be  made  of  sheet  iron,  tinned,  calcined,  or  gal- 
vanized, of  a  thickness  not  less  than  No.  20  Bir- 
mingham gauge.  To  be  of  drum  shape,  with  body  riv- 
eted and  soldered,  and  having  convex  heads,  and  to  be 
tested  to  a  pressure  of  150  pounds  per  square  inch. 
Twenty  per  cent,  of  the  drums  to  be  tested. 

Drums  to  be  packed  in  cases  of  1-inch  stuff,  con- 
taining not  more  than  10  gallons  each,  to  be  stowed 
so  as  to  be  readily  accessible  from  the  vessel's  hatches, 
and  in  lots  of  not  over  350  cases  at  either  hatch  (Sept., 
1882). 

145 


STOWAGE     AND    DANGEKOUS     CARGO 

Naphtha  may  be  shipped  under  deck  in  quantities 
not  to  exceed  1,000  cases  in  any  one  vessel  at  one  time, 
in  drums  not  exceeding  ten  gallons  each,  having  an 
excess  capacity  varying  in  ratio  of  from  10  per  cent, 
on  10  gallons  to  5  per  cent,  on  5  gallons,  and  which 
are  to  be  made  of  sheet  iron,  tinned,  calcined,  or  gal- 
vanized, of  thickness  of  not  less  than  No.  27  Birming- 
ham gauge.  Having  convex  heads,  and  to  be  tested 
to  a  pressure  of  80  pounds  to  the  square  inch.  Twenty 
per  cent,  of  the  drums  to  be. tested. 

Drums  to  be  securely  packed  in  cases  containing  not 
more  than  ten  gallons  each,  to  be  stowed  so  as  to  be 
readily  accessible  from  the  vessel's  hatches,  and  in 
lots  of  not  over  350  cases  at  either  hatch. 

When  gasoline  and  naphtha  are  shipped  in  the  same 
vessel,  the  number  of  drums  of  both  must  not  exceed 
1,000  and  not  more  than  350  must  be  stowed  in  either 
hatch. 

Notification  where  and  when  shipments  are  to  be 
made  to  be  furnished  one  day  in  advance  to  the  sur- 
veyor authorized  to  issue  certificates  of  approval  on 
naphtha  and  gasoline  shipments.  (Subject  to  the 
requirements  of  the  U.  S.  Statutes,  Feb.,  1897.) 

Remember  to  keep  goods  of  this  class  separate  from 
all  cargo  of  an  edible  nature.  Naphtha  is  mostly  car- 
ried in  tank  steamers.     Specific  gravity  698. 

A  recent  headline  in  the  New  York  Journal  of 
Commerce  reads  as  follows: 

"Gasoline  Explosion  on  Schooner  Injures  Crew. 

"Callao,  Peru,  Aug.  7. — Fire  resulting  from  an  ex- 
plosion of  gasoline  broke  out  last  night  on  board  the 

146 


DANGEROUS     CARGO 


motor  schooner  Alfred  Nohel.     Several  members  of 
the  crew  suffered  injuries. 

"Shipping  records  list  a  Norwegian  schooner-rigged 
steamer  of  the  name  Alfred  Nobel.  This  vessel 
registers  4,769  tons  gross,  and  was  built  at  Newcastle 
in  1912." 

After  investigating  this  fire,  I  found  that  this  vessel 
carried  over  2,500  cases  of  gasoline,  improperly  stowed 
and  carelessly  handled.  As  to  whom  the  responsibility 
for  this  loss  should  be  put  on,  I  do  not  care  to  say, 
but  it  certainly  seems  to  me  that  the  owner  of  the 
vessel  should  see  that  those  concerned  with  the  loading 
and  the  handling  of  this  class  of  merchandise  are  thor- 
oughly aware  of  the  danger. 

Petroleum. 

Petroleum  is  a  brown  liquid  bitumen  found  in  many 
parts  of  the  world,  and,  when  refined,  used  for  lighting 
and  other  purposes.  It  is  a  question  wliether  the  de- 
mand for  this  article  will  not  eventually  exceed  the 
supply.  Within  recent  years  it  has  been  brought  into 
daily  use  by  almost  all  nations  in  the  world.  In  1913 
the  United  States  produced  about  8,459,000,000  gal- 
lons, and  Russia  about  4,840,000,000,  these  being  the 
largest  oil-producing  countries. 

The  petroleum  trade  of  the  world  of  late  years  has 
been  characterized  by  a  great  development  of  the  sys- 
tem of  transport  in  bulk,  and  by  the  introduction  of 
tank  vessels,  built  and  fitted  expressly  for  the  trade. 
Sailors  are  now  called  upon  to  carry  thousands  of  tons 
across  the  ocean  in  one  shipment,  and  as  much  has  yet 
to  be  learned  in  regard  to  the  business  it  is  highly 
necessary  that  every  precaution  that  experience  and 
cormnon  sense  can  dictate  should  be  brought  to  bear 

147 


STOWAGE     AND    DANGEROUS     CARGO 

in  warding  off  and  reducing  the  dangers  incidental  to 
the  traffic. 

That  there  is  a  serious  element  of  risk  in  transport- 
ing such  an  inflammable  article  is  a  fact  that  has  made 
itself  apparent  from  time  to  time  by  terrible  disasters 
and  loss  of  life. 

The  odor  from  oils  of  this  nature  will  damage  any 
article  liable  to  be  impregnated  by  it.  Vessels  should 
be  thoroughly  disinfected  before  taking  in  other 
cargoes. 

Sailing  vessels  carry  about  six  round  barrels,  or  say 
eight  payable  barrels  of  40  gallons  to  the  net  register 
ton. 

F  errosilicon. 

The  following  article  appeared  in  Shipping  Illus- 
trated, August,  1917: 

Transport  of  Ferrosilicon. — The  British  Board  of 
Trade  are  informed  that,  after  prolonged  inquiry,  no 
facts  have  been  ascertained  indicating  that  low  grade 
ferrosilicon  made  in  a  blast  furnace  is  dangerous,  and 
they  are  not  aware  of  any  reason  why  it  may  not  be 
safely  carried  on  board  ship  as  ordinary  cargo  without 
any  special  precautions,  excepting  that  a  certificate 
be  produced  with  each  shipment  stating  that  the  ferro- 
silicon does  not  contain  more  than  15  per  cent,  of 
silicon,  and  has  been  made  in  a  blast  furnace. 

The  Board  are  also  advised  that  ferrosilicon  pro- 
duced in  the  electric  furnace  and  containing  not  more 
than  30  per  cent,  of  silicon  and  the  grade  produced  by 
the  same  method  containing  not  less  than  70  per  cent, 
of  silicon  may  be  shipped  under  deck  either  in  foreign- 
going  cargo  vessels  or  passenger  vessels  other  than 
emigrant  ships,  but  subject  to  the  following  conditions: 

148 


DANGEROUS     CARGO 


(1)  Each  consignment  must  be  accompanied  by  a 

certificate  from  the  maker  or  shipper  stating 
the  percentage  of  silicon  it  contains,  and  that, 
after  manufacture,  it  was  either  broken  into 
pieces  of  a  size  in  which  it  is  usually  sold 
(about  2  in.  to  3  in.  square),  or  crushed  to 
fine  powder,  and  so  stored  under  cover,  but 
exposed  to  the  air  for  not  less  than  10  days 
before  being  dispatched  from  the  works. 

(2)  It   must   be    packed    either    in   strong   wooden 

cases  or  barrels,  or,  if  finely  powdered,  m 
terne  plate  iron  or  steel  drums  of  6  mm. 
thickness,  the  drums  being  enclosed  in  wooden 
cases  of  %  in.  thickness  in  the  sides  and  %  in. 
in  the  tops  and  bottoms. 

(3)  The    packages   must    be   clearly   marked   with 

painted  or  branded  letters,  with  the  word 
"Ferrosilicon,"  the  percentage  of  silicon,  the 
words  "To  be  stowed  in  a  dry,  well- ventilated 
space." 

(4)  Ferrosilicon  must  not  be   stowed  under   deck 

immediately  beneath  a  living  space,  or  in  any 
compartment  which  is  not  separated  by  a 
water-tight  bulkhead  from  parts  of  the  ves- 
sel occupied  by  passengers  or  crew,  or  con- 
taining explosives,  or  foodstuff,  or  other 
cargo  liable  to  damage  by  poisonous  gases. 

In  wooden  vessels  and  small  vessels,  where  the  con- 
ditions of  Clause  4  cannot  be  carried  out,  the  package 
containing  ferrosilicon  must  be  carried  on  deck. 

Shipowners  are  warned  that  the  carriage  of  ferro- 
silicon with  a  percentage  of  more  than  30  and  less 
than  70  per  cent,  (i.e.,  of  grades  between  30  per  cent. 

149 


STOWAGE     AND     DANGEROUS     CARGO 

and  70  per  cent.)    of  silicon  is  dangerous,  and  they 
should  take  steps  to  insure  the  accurate  marking  and 
description  of  the  ferrosilicon  sent  for  shipment. 
(See  Introduction  for  further  remarks.) 

Acids. 

Most  acids  contain  oxygen,  and  are  called  in  conse- 
quence oxy-acids.  These  again  are  divided  into  hy- 
drated  and  anhydrous  acids,  according  as  they  contain 
water  or  not.  There  is,  however,  a  second  group  which 
do  not  contain  oxygen;  in  them  the  element  hydrogen 
is  always  present;  hence  they  are  called  hydro-acids. 
The  most  important  acids  are  Hydrochloric  Acid  ( Spir- 
its of  Salts),  Hydrocyanic  Acid  (Prussic  Acid),  Nitric 
Acid  (Aqua  Fortis),  Sulphuric  Acid  (Oil  of  Vitriol), 
Sulphurous  Acid,  Phosphoric  Acid,  Carbonic  Acid, 
Acetic  Acid,  Citric  Acid,  Tartaric  Acid,  Oxalic  Acid, 
etc.  The  most  valuable  of  these  is  sulphuric  acid,  which 
forms  the  basis  of  our  chemical  manufactures.  It  was 
discovered  about  400  years  ago  by  the  alchemist,  Basil 
Valentine,  and  was  then  called  oil  of  vitriol,  from  its  oily 
appearance.  The  brown  sulphuric  acid  of  commerce, 
largely  used  for  making  manures  and  manufacturing 
aerated  waters,  is  often  shipped  to  different  parts  of 
the  world  packed  in  jars,  which  are  again  placed  in 
cases  and  surrounded  by  whitening,  sand  or  chalk.  Sul- 
phuric acid  is  sometimes  shipped  in  carboys,  and  when 
it  is  not  packed  in  chalk  or  whitening  is  very  dangerous 
to  carry.  The  other  kinds  of  acids  are  sometimes  car- 
ried abroad  packed  in  a  similar  manner.  It  is  very 
important,  however,  that  all  shipments  under  this  head- 
ing should  be  considered  as  dangerous,  and  due  no- 
tice of  the  nature  and  contents  of  such  packages  should 
be  given  at  the  time  to  the  officers  of  the  vessel  in 
■yvhich  they  are  to  be  sent.     It  is  customary  to  carry 

150 


DANGEROUS     CARGO 


such  cases  on  deck,  and  when  securely  stowed  In  small 
quantities  they  give   little  or  no   trouble  or  anxiety. 
Sometimes  a  case  gets  injured  and  the  acid  as  it  es- 
capes is  partly  neutralized  by  the  chalk  in  which  it  is 
packed;  it  then  gives  off  a  white  vaporlike  steam,  but 
does  not  materially  harm  the  others  stowed  round  it. 
Such   cases,  if   possible,   should  be   thrown   overboard 
at  once.     In  doing  so  it  is  advisable  not  to  touch  the 
package  with  the  hands,  but  to  lift  it  on  a  small  plank 
or  in  a  sling,  clear  of  the  rail.     Occasional  shipments 
of  300  to  400  tons  in  cases  are  taken  abroad.     They 
should  be  packed  closely  and  well  blocked  off,  in  one 
of  the  'tween  decks,  and  surrounded  by  20  or  30  tons 
of  chalk  or  whitening.    On  arrival  at  their  destination, 
a  few  jars  may  be  found  damaged,  but  otherwise  the 
consignment  will  be  found  in  good  order.    When  acids 
are  carried  on  deck  they  are  generally  receipted  for  as 
"On  deck  at  shipper's  risk  and  expense."    Acids  should 
never  be  stowed  in  the  same  compartment  with  dry  or 
valuable  goods;   the   fumes   alone  may  cause   serious 
damage  to  certain  other  articles.     When  cargo  of  this 
nature  is  carried  in  any  quantity  below  the  deck,  suffi- 
cient ventilation  should  be  insured  before  any  one  is 
allowed  to  go  near  it. 


151 


SPECIFIC  GRAVITY 


THE  weight  or  specific  gravity  of  a  body  is  the 
proportion  it  bears  to  the  weight  of  another  body 
of  known  density  or  of  equal  volume,  and  which 
is  adopted  as  a  standard. 

Fresh  water  is  the  generally  accepted  standard  and 
a  cubic  foot  at  60°  F.  weighs  approximately  1,000 
ounces  (62.321  lbs.),  and  a  gallon  equals  10  lbs.  The 
former  weight  is  taken  as  the  unit  for  comparison  in  the 
following  table  which  gives  the  specific  gravity  for  most 
of  the  articles  mentioned  in  "Stowage  and  Dangerous 
Cargo." 

SOLIDS. 

Metals. 


SUBSTAXCES 


SP.  GR. 


SUBSTANCES 


SP.  GR. 


Aluminium,  cast  .  . 
"  wrought 
"  bronze. . 

Antimonv 

Arsenic 

Barium   ,  ,  .  .  . 

Bismuth    

Boron   

Brass,  sheets  (cop- 
per, .75 ;  zinc, 

.25)    

"  yellow  (cop- 
per, .66 ;  zinc, 
.34)    


2.560  Brass,  Muntz  (cop- 
2.670 
2.700 
6.712 
5.763 
.470 
9.823 
2.000 


8.450 


8.300 


per,  .60 ;  zinc, 
.40)    

8.200 

"      plate    

"      cast    

8.380 
8.100 

"      wire 

8.214 

Bromine   

3.000 

Bronze,  gunmetal  . . 

8.750 

"       ord'ry  mean 

8.217 

"        (copper,  .84 
tin,  .16)  .  .  . 

8.832 

"        (copper,  .81 
tin,  .19)  ... 

• 

8.700 

153 


STOWAGE    AND    DANGEROUS     CARGO 


SXTBSTANCES 


SP.  GR. 


SUBSTAXCES 


SP.  GR. 


Bronze,   small   bells 
(copper,  .35; 
tin,  .65)  .  .  .    8.060 
"        (copper,  .26; 

tin,  .74)  .  .  .    7.390 

Cadmium    8.650 

Calcium    1.580 

Chromium    5.900 

Cinnabar    8.098 

Cobalt 8.600 

Colimibium    6.000 

Copper,  cast 8.788 

plates 8.698 

wire  &  bolts  8.880 
ord'ry  mean  8.880 


4( 


Iron,  wr'ght,  English 

rails.    7.540 
low- 
moor  7.808 
pure  .    8.140 
ordin'y 
mean  7.744 

Lead,  cast 11.352 

"      rolled    11.388 

Lithium    590 

Magnesium    1.750 

Mercury,  40°  (8°  be- 
low freez- 
ing   15.632 

32°  (freez- 
ing)    ...13.598 

60°    13.569 

212°    13.370 

Molybdenum    8.600 

Nickel 8.800 

cast 8.279 

Osmium    10.000 

Palladium     11.350 

Platinum,  ham'er'd  20.337 
native  .  .  16.000 
rolled     ..22.069 

Potassium,  59° 865 

cast,  hot  blast  7.065     Red  lead 8.940 

cast,  cold  blast  7.218     Rhodium    10.650 

wr'ght,  bars .  .   7.788     Rubidium 1.520 

wire  .    7.774     Ruthenium 8.600 

"         rolled  Selenium 5.500 

plates  7.704     Silver,  pure,  cast    .  .  10.474 
aver-  "  "     ham- 

age  .   7.698  mered.  10.511 

154 


Gold 

,  pure  cast    .  .  .  19.258 

<< 

hammered    ..19.361 

(( 

22-k.  fine    .  .  .17.486 

(C 

20-k.  fine   ...15.709 

Iridii 

jm 18.680 

ii 

hammered .  23.000 

Iron, 

cast,  gunmetal  7.308 

(( 

minimum    .  .  .   6.900 

(( 

maximum   .  .  .   7.500 

(( 

ordinary  mean  7.207 

a 

mean,  English  7.217 

« 


SPECIFIC     GRAVITY 


SUBSTANCES  SP.  GR. 

Sodium 970 

Steel,  minimum   .  .  .  7.700 

"      maximum  . .  .  7.900 

"      plates,  mean.  7.806 

"      soft 7.833 

"      tempered  and 

hardened    .  .  7.818 

"      wire 7.847 

"      blistered 7.823 

"      crucible 7.842 

"      cast 7.848 

"      Bessemer  ....  7.852 

"      ordinr'y  mean  7.834 


SUBSTANCES  8P.  OR. 

Strontium 2.540 

Tellurium 6.110 

Thalium 11.850 

Tin,  Cornish,    ham- 
mered, pure.    7.390 

"      Cornish,  pure.    7.291 

Titanium    5.300 

Tungsten 17.000 

Uranium 18.330 

Wolfram 7.119 

Zinc,  cast 6.861 

"      rolled    7.191 


Alder  

Apple   

Ash  

Bamboo   

Baytree 

Beech 

Birch 

Blackwood,  India. 
Boxwood,  Brazil  . . 
"         France 
Holland 

Bulletwood 

Butternut 

Campeachy   

Cedar    

"      Indian    .  .  .  . 
Charcoal,  pine    .  .  . 
fresh- 
burned. 


Woods  (Dry). 

.800     Charcoal,  oak 1.573 

.793  "         soft  wood.     .280 

.690  "         triturated.  1.380 

.400     Cherry 715 

.822     Chestnut,  sweet 610 

.690     Citron 726 

.720     Cocoa 1.040 

.898     Cork 240 

1.031  Cypress,  Spanish. .  .      .644 

1.328     Dogwood 756 

.912  Ebony,  American  . .    1.331 

.928  "       Indian 1.209 

.376     Elder 695 

.913     Elm 671 

.561        "     rock 800 

1.315     Erroul,  Indian 1.014 

.441     Filbert 600 

Fir,  Norwegian 
.380  Spruce 512 

155 


STOWAGE     AND    DANGEROUS     CARGO 


SUBSTANCES 

Fir,  Dantzic 

Fustic 

GreenheartjOr  Sipiri 

Gum,  blue   

water    

Hackmatack  

Hawthorn  

Hazel 

Hemlock 

Hickory,  pig-nut  . . 

shell-bark. 

Holly 

Ironwood    

Jasmine 

Juniper 

Khair,  Indian 

Lancewood,  mean. . 

Larch 

Lemon 

Lignum- vitse  

Lime 

Linden 

Locust 

Logwood  

JNIahogany 

Honduras 
Spanish.  . 

Maple 

Bird's-eye  . . . 

Mastic   

Mulberry 

Oak,  African    

Canadian  .... 

Dantzic   


SP.  GR. 

.582 
.970 

1.055 
.843 

1.000 
.592 
.910 
.860 
.368 
.792 
.690 
.760 
.990 

.770 
.566 

1.171 

.720 

.544 

.703 

.1333 

.804 
.604 
.728 
.913 
.720 
.560 
.852 

.750 


SUBSTAXCES 


SP.  GB. 


Oak,  English 932 

green 1.146 

heart,  60  years.  1.170 

live,  green 1.260 

seasoned  .    1.068 

white 860 

Olive 680 

Orange 705 

Fear 661 

Persimmon 710 

Flum 785 

Pine,  pitch 660 

red 590 

white 554 

yellow 461 

Norwegian  .  .     .740 

Pomegranate 1.354 

Foon 580 

Poplar 383 

white 529 

Quince 705 

Rosewood 728 

Sandalwood (Sinks) 

Sassafras 482 

Satinwood 885 

Spruce 500 

Sycamore 623 

Tamarack 383 

.576     Teak  (African  oak),     .980 

Walnut 671 

black 500, 

Willow 585 

Yew,  Dutch 788 

Spanish 807 


.849 
.561 
.823 
.872 
.759 


156 


SPECIFIC    GRAVITY 


Woods  ( Well- Seasoned ) . 

SUBSTANCES                                     SP.  OR.  SUBSTANCES 

Ash 722     Pine,  white 

Beech 624         "     yellow 

Cherry 606     Poplar   

Cypress 441  White  oak,  upland. 

Hickory,  red 838  "         "      James 

Mahogany,  St.  Do-  River, 

mingo 720 


SP.  GR. 

.473 
.541 

.587 
.687 

.759 


Stones,  Earths,  etc. 

Alabaster,  white   .  . .  2.730 
yellow   ..  2.699 

Alum   1.714 

Amber 1.078 

Ambergris 866 

Asbestos,  starry  .  .  .   3.073 

Asphalt   2.250 

Barytes,  sulphate .  .    4.865 

Basalt 2.740 

Bitumen,  red    1.160 

brown  . .  .      .830 

Borax   1.714 

Brick    1.900 

"      pressed 2.400 

"      fire    2.201 

**      work,    in    ce- 
ment .....    1.800 
"      work,  in  mor- 
tar       2.000 

Carbon    3.500 

Cement,  Portland  . .    1.300 
Roman  .  .  .    1,560 

Chalk 2.784 

Clay   1.930 

157 


Clay 

,  with  gravel  .  . 

2.480 

Coal, 

,  anthra  .  .1.350-1.640 

Borneo    

1.290 

cannel  ..1.238-1.318 

caking 

1.277 

cherry   

1.276 

Chile   

1.290 

Derbyshire   .  . 

1.292 

Lancaster  . . . 

1.273 

Maryland  . . . 

1.355 

Newcastle    . . . 

.1.270 

Rive  de  Gier. 

1.300 

Scotch  ..1.259-1.330 

splint 

1.302 

Welsh,  mean. 

1.315 

Coke 

k 

1.000 

(( 

natural  Va.  . . 

.746 

Concrete,  in  cement. 

2.200 

"         mean  ..  .  . 

2.000 

Earth,  common  soil, 

dry   

1.216 

(( 

loose    

1.500 

<( 

moist  sand  . . 

2.050 

(( 

mould,  fresh. 

2.050 

STOWAGE     AND    DANGEROUS     CARGO 


SUBSTANCES 

Earth,  rammed  .  .  . 
rough  sand  . 
with  gravel  . 

"      potters 

"      light  vege- 
table   

Emery 

Feldspar 

Flint,  black 

"      white 

Fluorine   

Fuel,  Warlich's    .  .  . 

lignite   

Glass,  bottle 

*'      crown 

"      flint 

"      green    

optical    

"      white 

window 

"      soluble    

Gneiss,  common  .  .  . 
Granite,  Egyptian, 

red    

"  Patapsco  . 
"  Quincy  .  .  . 
'*  Scotch  .  . . 
"  Susque- 
hanna .  . 
"  Susquehan- 
na, grey. 

Graphite 

Gravel,  common  . .  . 

Grindstone 

Gypsum,  opaque  .  . 


SP.  GH.  SUBSTANCES  SP.  GR. 

1.600  Hone,  white  razor..  2.876 

1.920     Hornblende    2.540 

2.020     Iodine 4.940 

1.900  Lava,  Vesuvius  ...  .  2.810 

Lias 1.350 

1.400  Lime,  quick 804 

4.000  "      hydraulic   .  .  .  2.745 

2.600  Limestone,  white   .  .  3.156 

2.582  "          gi-een  .  .  3.180 

2.594  JMagnesia,  carbonate  2.400 

1.320     INIagnetic  ore 5.094 

1.150  Marble,  Adelaide  ..  2.715 

1.300  "        African...  2.708 

2.732  "        Biscayan, 

2.487  black   .  .  .  2.695 

3.200  "        Carrara...  2.716 

2.642  "        common   .  .  2.686 

3.450  "        Egyptian  .  2.668 

2.892  "        French  .  .  .  2.649 

2.642  "        Italian, 

1.250  white  .  .  .  2.708 

.270  "        Parian    .  .  .  2.838 
Vermont, 

2.654  white  .  .  .  2.650 

2.640  "        Silesian  . .  .  2.730 

2.652     Marl,  mean  . 1.750 

2.625         "      tough    2.340 

Masonry,  rubble  .  .  .050 

2.704  "         granite  ..  2.640 

"         limestone  2.640 

2.800  "         sandstone  2.160 

2.200     Mica   2.800 

1.749     Millstone 2.484 

2.143  "         Quartz  .  .  1.260 

2.168     Mortar    1.750 

158 


SPECIFIC    GRAVITY 


SUBSTAXCES 

Mud 

"      wet  and  fluid. 

"      wet  and  fluid, 

pressed    .... 

Nitre 

Oystershell 

Pavingstone 

Peat,  Irish,  light  . .  . 

"     dense  .  . 

"     very 
dense.  . 

"     black   .. 

Phosphorus 

Plaster  of  Paris.  .  . 

"       "     dry 

Plumbago 

Porcelain,  China..!  . 
Porphyry,  red  .... 
Pumicestone 

Quartz 

Red  lead 

Resin 

Rock  crystal 

Rottenstone    

Salt,  common 

"     rock 

Saltpetre 

Sand,  coarse 

"      common   .... 

"      damp  &  loose 

"      dried   

"      dry 

"      mortar.    Fort 
Richmond  . 


SP.  GR.                           srnSTANCES  8P.  GB. 

1.630  Sand,  mortar,  Brook- 

1.782                     lyn 1.716 

"      silicious 1.701 

1.920  Sandstone,  mean  .  .  2.200 

1.900                         Sydney.  2.237 

2.092  Schorl   3.170 

2.416  Scoria,  volcanic  .  .  .  .830 

.278  Sewer  pipe,  mean.  .  2.250 

.562  Shale 2.600 

Slate   2.900 

.675         "      purple 2.784 

1.058  Smalt 2.440 

1-770  Soapstone 2.730 

3.400  Spar,  calcareous  . .  .  2.735 

1.400         "     feid,  blue  ....  2.693 

2.100         "        "     green  ..  .  2.704 

2.300         "     fluor 3.400 

2.76o  Specular  ore 5.251 

•^^^  Stalactite    2.415 

2-^^^  Stone,  Bath  (Eng.)  1.961 

8.940          "      Blue  Hill   .  .  2.640 

1.089  "      blue  (basalt)  2.625 
2.735          "      Breakneck, 

1.981                    ^Y 2.704 

2.130  "      Bristol 

2.200                    (Eng.)    .  .  .  2.510 

2.090  "      Caen  (Xor- 

1.800                    mandy)    ..  .  2.076 

1.670          "      common   ....  2.520 
1.392          "      Craigleith, 

1.560                     (Scotland).  2.316 

1.420          "      Kentish  rag.  2.651 

"      Kip's  Bay, 

1.659                    X.  Y 2.759 

159 


STOWAGE     AND    DANGEROUS     CAEGO 

SUBSTAXCES  SP.  OE.  SUBSTAXCES  SP.  GU. 

Stone,  Norfolk  Stone,  Sullivan  Co., 

(Parliament  N.  Y 2.688 

House)   . . .   2.304  Sulphur,  native  .  .  .   2.033 

"      Portland  Terra  cotta 1.952 

(Eng.)    ...   2.368  Tile 1.815 

"      Staten  Island,  Trap  2.720 

N.  Y 2.976 


Granite. 

Duluth,  Minn.,  dk.    2.780     New  London 2.660 

Fall    River,    Mass.,  Quincy,  Mass.,  light  2.695 

grey 2.635     Richmond,  Va 2.727 

Garrison's,  N.  Y.  .  .    2.580  "             "    grey  2.630 

Jersey  City,  N.  J.,  Staten  Is.,  N.  Y. .  .   2.861 

soap 3.030  Westchester  County, 

Keene,  X.H.,  bluish-  N.  Y 2.655 

grey 2.656  Westerly,  R.  I., 

Maine   2.635         grey 2.670 

Millstone  Pt.,  Conn.  2.706 


Limestone. 

Bardstown,  Ky.,  Kingston,  N.  Y.  .  .    2.690 

dark   2.670  Lake  Champlain, 

Caen,  France 1.900         N.  Y 2.750 

Canajoharie,  N.  Y..  2.685  Lime  Island,  Mich., 

Cooper  County,  Mo.,  drab 2.500 

dark  drab 2.320  IMarblehead,  Ohio, 

Erie  County,  N.  Y.,  white 2.400 

blue 2.640  Marquette,  jNIich., 

Garrison's,  N.  Y.  .  .    2.635  drab    2.340 

Glen's  Falls 2.700  Sturgeon  Bay,  Wis., 

Joliet,  111.,  Avhite  .  .    2.540         bluish-drab 2.780 

160 


SPECIFIC    GRAVITY 


Marble. 


SCBSTAXCES 


SP.  on. 


SUBSTANCES 


SP.  GR. 


Dorset,  Vt 2.635     Mill  Creek,  111., 

East  Chester,  N.  Y.  2.875         drab 

Italian,  common  .  .   2.690     North  Bay,  Wis. 

Sandstones. 


Albion,  N.  Y., 

brown    2.420 

Belleville,  N.  J., 

grey 2.259 

Berea,  Ohio,  drab  .  .  2.110 
Cleveland,  Ohio, 

olive  green 2.240 

Edinburgh,  Scotland, 

Craigleith 2.260 

Fond  du  Lac,  Wis., 

purple 2.220 

Fontenac,  JMinn., 

light  buff 2.325 

Haver  straw,  N.  Y., 

red 2.130 


Kasota,  Minn.,  pink 

Little  Falls,  N.  Y., 
brown    

JNIarquette,  JNIich., 
purple 

JNIasillon,  Ohio,  yel- 
low drab 

Medina,  N.  Y.,  pink 

INIiddletown,  Conn., 
brown    

Seneca,  Ohio,  red. . 

Vermilion,  Ohio, 
drab 

Warrensburgh,  JNIo. 


2.570 
2.800 


2.630 

2.250 

2.285 

2.110 
2.410 

2.360 
2.390 

2.160 
2.140 


Precious  Stones. 

Agate    2.590     Jet 1.300 

Amethyst   3.920     Lapis  lazuli 2.960 

Carnelian    2.613     Malachite 4.020 

Chrysolite 2.782     Onyx 2.700 

Diamond,  oriental   .   3.521     Opal    2.090 

Brazilian.  3.444     Pearl,  oriental 2.650 

pure 3.520     Ruby 3.980 

Emerald 3.950     Sapphire 3.994 

aquamarine  2.730     Topaz   3.500 

Garnet 4.189     Tourmaline 3.070 

"      black 3.750     Turquoise 2.750 

Jasper 2.610 

161 


STOWAGE     AND     DANGEROUS     CARGO 


Miscellaneous. 


SUBSTANCES 


Amber 

Atmospheric  air 

Beeswax 

Bone   

Butter 

Camphor 

Caoutchouc  . .  .  . 

Cotton 

Dynamite 

'^gg 

Fat  of  beef  .  .  .  . 


"     "  hogs  

"     "  mutton    .... 

Flax    

Gamboge    

Glycerine,  60°   .... 

Grain,  barley   

"      wheat    

"      oats   

Gum  Arabic 

Gunpowder,  loose    . 
"  shaken, 

solid  .. 


(< 


sp.  on. 

1.090 

.001 

.965 

1.900 

.942 

.988 

.930 

.950 

1.650 

1.090 

.923 

.936 

.923 

1.790 

1.222 

1.261 

.590 

.750 

.500 

1.452 

.900 

1.000 

1.800 


SUBSTANCES 


Gutta-percha   .  .  .  . 
Ha}^  old,  compact 

Horn 

Human  body 

Ice  at  32° 

Indigo 


Isinglass 

Ivory  

Lard   

Leather 

JNIastic 

INlyrrh 

Nitroglycerine 

Opium 

Potash 

Resin 

Soap,  castile  . . 
Spermaceti  . . . 
Starch  


Sugar 


66^ 


Tallow 
Wax    . 


SP.  en. 

.980 

1.288 

1.689 

1.070 

.922 

1.006 

1.111 

1.825 

.947 

.960 

1.074 

1.360 

1.600 

1.336 

2.100 

1.089 

1.071 

.943 

.950 

1.606 

1.326 

.941 

.970 


LIQUIDS. 

Acid,  acetic 1.062     Acid,  phosphoric  .  ..  1.558 

"     benzoic 667         "  "        solid  2.800 


citric    1.034  "     sulphuric  ..  .  . 

concentrated  .  1.521  Alcohol,  pure,  60° . 

fluoric    1.500  "        95  per  cent 

muriatic    1.200  "        80    "     " 

nitric 1.217  "        50    "     " 

nitrous 1.550  "        40    "      " 


1.849 
.794 
.816 
.863 
.934 
.951 


162 


SPECIFIC     GRAVITY 


si'hstaxces  sp.  c.k. 

Alcohol,  25  per  cent.     .970 
10     "      "    .     .986 
5     "      "    .     .992 
"        proof  spirit, 

50%,  60°     .934 
"        proof  spirit, 

50%,  80°     .875 

Ammonia 891 

Aquafortis,  double.    1.300 
single..    1.200 

Beer 1.034 

Benzine 850 

Bitumen,  liquid  .  .  .      .848 

Blood,  human 1.045 

Brandy,  83  or  85 

p.  c.  of  spirit 924 

Bromine    2.966 

Cider 1.018 

Ether,  acetic 668 

"      muriatic    .  .  .      .845 

"      nitric 1.110 

"      sulphuric  . .  .      .715 

Honey 1.450 

Milk 1.032 

Oil,  aniseed 986 

"    codfish 923 

"    whale 923 

"    linseed 940 

"    naphtha 850 


SUBSTANCES 

SP.  en. 

Oil,  olive 

.915 

palm 

.969 

"    paraffin  at  60°. 

.800 

"    petrol 

.700 

"    2^etroleum  .  .  .  . 

.880 

"    rape  

.914 

"    sunflower 

.926 

"    turpentine  .... 

.870 

Spirit,  rectified   .  .  . 

.824 

Steam,  at  212°..  . 

.00061 

Tar    

1.015 

Vinegar   

1.080 

Water  at    32° 

.9987 

"     39°   .  .  .  . 

.9988 

"        "     ^90 

.9977 

"  212°   

.9564 

"     distilled,  at 

39°    

.998 

"     Dead  Sea  ... 

1.240 

"     JNIediterra- 

nean    

1.020 

"     sea : 

1.027 

"     Black  Sea  .  . 

1.016 

"     rain 

1.000 

Wine,  burgundy  . .  . 

.992 

"      champagne  .. 

.997 

madeira    .  .  .  . 

1.038 

"      port 

.997 

163 


WEIGHTS 

Salt  Water. 

A  cubic  foot  of  sea-water  weighs  64  lbs.,  and  35  cubic 
feet  of  sea-water  weigh  one  ton  of  20  cwt.  At  the  bot- 
tom of  the  ocean  the  water  is  only  a  few  degrees  above 
freezing  point. 

The  following  table  represents  the  pressure  in  lbs. 
on  the  square  inch  at  various  depths  of  salt  water: 


10  feet    -1 


20 
30 
40 
50 
60 
70 
80 


81/2 

100 

12% 

110 

1714 

120 

2134 

130 

261/4 

140 

30I/2 

150 

3434 

200 

90  feet    39 


431/2 

4734 

52% 
561/2 
603/4 

6514 
86 


Table  for  Conversion  of  Pounds  Avoirdupois 

INTO  Kilograms. 

To  find  the  weight  in  kilos  of  a  shipment  of  merchan- 
dise weighing,  say,  10,471  lbs.,  find  the  number  of  lbs. 
in  the  columns  marked  "Lbs."  The  equivalent  number 
of  kilos  is  in  the  following  column — thus: 

Lbs.,  10,000  =  Kilos,  4,536.00 
Lbs.,  400  =  Kilos,  181.44 
Lbs.,  71  =  Kilos,        32.206 


Lbs.,  10,471  =  Kilos,  4,749.646 
165 


STOWAGE     AND     DANGEROUS     CARGO 


To  find  the  weight  in  kilos  of  Lbs.,  100,000,  take  the 
kilo  equivalent  of  Lbs.,  10,000 — i.e..  Kilos,  4,536.00 — 
and  move  the  decimal  point  one  figure  to  the  right — 
thus : 

Lbs.,  100,000  =  Kilos,  45,360.00 


XBS. 


3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 


a 


KILOS 

LBS 

0.4536 

29 

0.9072 

30 

1.3608 

31 

1.8144 

32 

2.2680 

33 

2.7216 

34 

3.1752 

35 

3.6288 

36 

4.0824 

37 

4.5360 

38 

4.990 

39 

5.443 

40 

5.897 

41 

6.350 

42 

6.804 

43 

7.258 

44 

7.711 

45 

8.165 

46 

8.618 

47 

9.072 

48 

9.526 

49 

9.979 

50 

10.433 

51 

10.886 

52 

11.340 

53 

11.794 

54 

12.247 

55 

12.701 

56 

KILOS 

equal 13.154 

13.608 

14.062 

14.515 

14.969 

15.422 

15.876 

16.330 

16.783 

17.237 

17.690 

18.144 

18.598 

19.051 

19.505 

19.958 

20.412 

20.886 

21.319 

21.773 

22.226 

22.680 

23.134 

23.587 

24.041 

24.494 

24.948 

25.402 


166 


WEIGHTS 


LBS. 


KII.OS 


57   equal 25.855 

26.309 

26.762 

27.216 

27.670 

28.123 

28.577 

29.030 

29.484 

29.938 

30.391 

30.845 

31.298 

31.752 

32.206 

32.659 

33.113 

33.566 

34.020 

34.474 

34.927 

35.381 

35.834 

36.288 

36.742 

37.195 

37.649 

38.102 

38.556 

39.010 

39.463 

39.917 

40.370 

40.824 


MIS. 


91  equal 
92 


93 

94 

95 

96 

97 

98 

99 

100 

200 

300 

400 

500 

600 

700 

800 

900 

1,000 

2,000 

3,000 

4,000 

5,000 

6,000 

7,000 

8,000 

9,000 

10,000 

11,000 

12,000 

13,000 

14,000 

15,000 

16,000 


KILOS 

41.278 
41.731 
42.185 
42.638 
43.092 
43.546 
43.999 
44.453 
44.906 
45.36 
90.72 
136.08 
181.44 
226.80 
272.16 
317.52 
362.88 
408.24 
453.60 
907.20 
1,360.80 
1,814.40 
2,268.00 
2,721.60 
3,175.20 
3,628.80 
4,082.40 
4,536.00 
4,990.00 
5,443.00 
5,897.00 
6,350.00 
6,804.00 
7,258.00' 


167 


STOWAGE     AND    DANGEROUS     CARGO 


LBS. 

KILOS 

LBS. 

KILOS 

17,000 

equal 

.  7,711.00 

40,000 

equal.  .18,144.00 

18,000 

.  8,165.00 

50,000 

"   ..22,680.00 

19,000 

.  8,618.00 

60,000 

"   ..27,216.00 

20,000 

.  9,072.00 

70,000 

"   ..31,752.00 

25,000 

.11,340.00 

80,000 

"   ..36,288.00 

30,000 

.13,608.00 

90,000 

"   ..40,824.00 

Table  for  Conversion  of  Kilograms  into 
Pounds  Avoirdupois. 

To  find  the  weight  in  lbs.  of  a  shipment  of  merchan- 
dise weighing,  say,  10,000  kilos,  find  the  number  of 
kilos  in  the  columns  marked  "Kilos."  The  equivalent 
number  of  lbs.  is  in  the  following  column — thus : 

Kilos,  10,000  =  Lbs.,  22,046.22 


KILOS 


LBS. 


KILOS 


LBS. 


1  eqi 

Lials 2.2046 

17 

equal  .  .  . 

. .   37.4786 

2  equal 4.4092 

18 

.  .   39.6832 

3   ' 

'   6.6139 

19 

.  .   41.8878 

4   ' 

'   8.8185 

20 

.  .   44.0924 

5   ' 

'   11.0231 

21 

.  .   46.2971 

6   ' 

'   13.2277 

22 

.  .   48.5017 

7   ' 

'   15.4324 

23 

"         • 

.  .   50.7063 

8   ' 

'   17.6370 

24 

.  .   52.9109 

9   ' 

'   19.8416 

25 

55.1156 

10   ' 

'   22.0462 

26 

.  .   57.3202 

11   ' 

'   24.2.508 

27 

.  .   59.5248 

12   ' 

26.4555 

28 

.  .   61.7294 

13   ' 

'   28.6601 

29 

.  .   63.9340 

14   ' 

*   30.8647 

30 

.  .   66.1387 

15   ' 

'   33.0693 

31 

.  .   68.3433 

16   ' 

'   35.2740 

32 

.  .   70.5479 

168 


AV  E  I  a  TT  T  S 

KILOS 

LBS. 

KILOS 

LB9. 

33 

equal  .  .  . 

.  .       72.7525 

67  equal . . . 

.  .     147.7097 

34 

(( 

.  .       74.9572 

68 

.  .     149.9143 

35 

(( 

.  .       77.1618 

69 

.  .     152.1189 

36 

(( 

.  .       79.3664 

70 

.  .     154.3236 

37 

<< 

..       81.5710 

71 

.  .     156.5282 

38 

(( 

.  .       83.7756 

72 

.  .     158.7328 

39 

a 

.  .       85.9803 

73 

.  .     160.9374 

40 

k( 

.  .       88.1849 

74 

.  .     163.1421 

41 

a 

90.3895 

75 

.  .     165.3467 

42 

(( 

.  .       92.5941 

76 

.  .     167.5513 

43 

(( 

.  .       94.7988 

77 

.  .     169.7559 

44 

<( 

.  .       97.0034 

78 

.  .     171.9605 

45 

a 

.  .       99.2080 

79 

.  .     174.1652 

46 

<< 

.  .     101.4126 

80 

.  .     176.3698 

47 

(( 

.  .     103.6172 

81 

.  .     178.5744 

48 

(( 

.  .     105.8219 

82 

.  .     180.7790 

49 

C( 

.  .     108.0265 

83 

.  .     182.9837 

50 

(( 

..     110.2311 

84 

.  .     185.1883 

51 

<< 

.  .     112.4357 

85 

.  .     187.3929 

52 

a 

.  .     114.6404 

86 

.  .     189.5975 

53 

li 

.  .     116.8450 

87 

.  .     191.8021 

54 

<< 

.  .     119.0496 

88 

,  .     194.0068 

55 

a 

.  .     121.2542 

89 

.  .     196.2011 

56 

i( 

.  .     123.4589 

90 

.  .     198.4160 

57 

i( 

.  .     125.6635 

91 

.  .     200.6206 

58 

a 

.  .     127.8681 

92 

.  .     202.8253 

59 

(( 

.  .     130.0727 

93 

.  .     205.0299 

60 

a 

.  .     132.2773 

94 

.  .     207.2345 

61 

a 

.  .     134.4820 

95 

.  .     209.4391 

62 

a 

.  .     136.6866 

96 

.  .     211.6437 

63 

li 

.  .     138.8912 

97 

.  .     213.8484 

64 

li 

.  .     141.0958 

98 

.  .     216.0530 

65 

C( 

.  .     143.3005 

99 

.  .     218.2576 

66 

<( 

.  .     145.5051 

100 

.  .     220.4622 

169 


STOWAGE     AND     DANGEROUS     CARGO 


KILOS 

LBS. 

KILOS 

LBS. 

200  equal    440.9244 

11,000  equal  24,250.8420 

300   ' 

661.3866 

12,000   ' 

26,455.4640 

400   ' 

881.8488 

13,000   ' 

28,660.0860 

500   ' 

1,102.3110 

14,000   ' 

30,864.7080 

600   ' 

1,322.7732 

15,000   ' 

33,069.3300 

700   ' 

1,543.2354 

16,000   ' 

35,273.9520 

800   ' 

1,763.6976 

17,000   ' 

37,478.5740 

900   ' 

1,984.1595 

18,000   ' 

39,683.1960 

1,000   ' 

2,204.6220 

19,000   ' 

41,887.8180 

2,000   ' 

4,409.2440 

20,000   ' 

44,092.4400 

3,000   ' 

6,613.8660 

25,000   ' 

55,115.5500 

4,000   ' 

8,818.4880 

30,000   ' 

66,138.6600 

5,000   ' 

11,023.1100 

40,000   ' 

88,184.8800 

6,000   ' 

13,227.7320 

50,000   ' 

110,231.1000 

7,000   ' 

15,432.3540 

60,000   ' 

'   132,277.3200 

8,000   ' 

17,636.9760 

70,000   ' 

'   154,323.5400 

9,000   ' 

19,841.5980 

80,000   ' 

'   176,369.7600 

10,000   ' 

22,046.2200 

90,000   ' 

198,415.9800 

170 


MEMORANDA 


171 


MEMORANDA 


172 


MEMORANDA 


173 


MEMORANDA 


174 


THIS  BOOK  IS  DUE  ON  THE  LAST  DATE 
STAMPED  BELOW 


AN  INITIAL  FINE  OF  25  CENTS 

WILL  BE  ASSESSED   FOR   FAILURE  TO   RETURN 
THIS   BOOK  ON   THE   DATE  DUE.   THE   PENALTY 
WILL  INCREASE  TO  50  CENTS  ON  THE  FOURTH 
DAY    AND    TO    Sl.OO    ON    THE    SEVENTH     DAY 
OVERDUE. 

ENGINEERIi^ 

JG  L  BRARY 

- 

- 

LD  21-100m-7, '40  (6936s) 

yC  34168 


Engineering 
Liljrary 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


